2004 Acura NSX

Acura’s high-dollar, aluminum-bodied, mid-engine sports car underwent a notable redesign during the 2002 model year. In addition to restyled front and rear fascias, the two-passenger NSX got a lower air dam as well as an air diffuser integrated into the lower rear bumper. Acura’s goal was to enhance the car’s handling, performance and aerodynamics.

Fixed-position headlights replaced the prior pop-up units. A trunk lip spoiler was added above restyled taillight housings. The front spring rate was increased, and a larger-diameter rear stabilizer bar and bigger 17-inch tires were installed.

2004 Acura NSX

Minor changes for 2004 include a new keyless entry system, gearshift knob and trunk-mounted CD changer. A lightweight removable roof panel is standard.

Since its 1991 debut, the NSX has been the most costly, strongest-performing member of the Acura lineup. It competes against the Chevrolet Corvette, Dodge Viper SRT-10 and Porsche 911. Through the years, the NSX has been a technological showcase for Honda, Acura’s parent company. Originally intended as a response to Ferrari and other makers of high-end sports cars, the NSX never achieved that level of status. A redesigned NSX is likely to appear soon.

Exterior
Unlike some sports cars with designs that date back to the early 1990s, the NSX still looks sleek and contemporary. Aluminum is used for the low-slung coupe’s sculpted, wedge-shaped body and many other components. An integrated rear spoiler contains a center-mounted brake light. The NSX rides a 99.6-inch wheelbase, measures 174.2 inches long overall and stands 46.1 inches tall. Weight distribution is 40/60 percent, front to rear. The removable aluminum roof panel permits open-air driving and contains an integrated storage compartment.

High-intensity-discharge headlights sit in conventional fixed positions. The lower air dam helps yield a 0.30 coefficient of drag, as well as improved front-to-rear lift balance. Forged aluminum-alloy wheels with a ribbed spoke design hold 17-inch tires.

Interior
Only two people can ride in the NSX, but tall occupants get more usable space than they would in many other sports cars. Acura claims the cockpit is meant to evoke that of a jet fighter’s. Because of the midmounted engine, a modestly sized trunk is located up front; its cargo volume is just 5 cubic feet.

Standard equipment includes hand-stitched perforated leather-trimmed seat upholstery, automatic air conditioning, four-way power bucket seats, cruise control, a tilt and telescoping steering wheel, a Bose cassette stereo with a trunk-mounted CD changer, variable intermittent wipers, and power windows, locks and mirrors.

Under the Hood
Two powertrains are available. A 252-horsepower, 3.0-liter V-6 engine teams with a four-speed-automatic transmission, while a 3.2-liter V-6 cranks out 290 hp and mates with a six-speed-manual gearbox. The SportShift automatic unit features a manual gear-selection provision that operates via a toggle lever on the steering wheel — an idea borrowed from Formula One racing. Instead of a throttle cable connected directly to the gas pedal, the NSX uses electronic drive-by-wire technology.

2004 Acura NSX

EPA Fuel Economy:      City: 17   Highway: 24
Available Engines:      252-hp, 3.0-liter V-6
290-hp, 3.2-liter V-6
Available Transmissions:     4-speed automatic w/OD and auto-manual
6-speed manual w/OD

Acura introduced the NSX to North America in 1989, touting it as a supercar for Everyman and Everywoman. At the time its suggested price of a little over $50,000 was indeed a bargain, given the NSX’s level of performance and quality.The NSX’s peak sales year was its first, and recent American sales volumes have been considerably less. In 1997, power was increased to 290 horsepower, and for 2002, the drag coefficient was reduced, increasing the NSX’s top speed to 175 mph.

Comfort & Convenience

3.0 AT

3.2 MT
Sunroof     N/A     N/A
Air Conditioning     Std.     Std.
Power Windows     Std.     Std.
Power Door Locks     Std.     Std.
Leather Seats     Std.     Std.
Power Seats     Std.     Std.
Max. Seating     2/2
Number of Doors     2/2

Expert Ratings Summary (view detailed report)
Category     Base, man. Rating     Premium Sporty performance Car Average Rating
Acceleration     9     7.7
Fuel Economy     6     4.7
Ride Quality     2     4
Steering/Handling/Braking     10     8.4
Quietness     4     4
Controls     7     5.8
Details
Room/Comfort/Driver Seating (front)     5     5.4
Room/Comfort (rear)     0     .6
Cargo Room     1     2.2
Value within Class     4     4.6
Total Score:     48     47.4
3.0 AT

3.2 MT
Cassette Player     Std.     Std.
CD Player     Std.     Std.
Nav. System     N/A     N/A
Safety
(more)

3.0 AT

3.2 MT
Airbags     Driver
Passenger<     Driver
ABS Brakes     Std.     Std.
Traction Control     Std.     Std.
Stability Control     N/A     N/A
Final Assembly 3.0 AT
Location     Japan     Japan

A venture into a new segment: the Audi Shooting Brake Concept represents an entirely new departure in design terms. The styling of this coupé, measuring 4.18 m long by 1.84 m wide but standing just 1.35 m tall, singles it out unequivocally as a paragon of the latest Audi design, yet countless innovative elements demonstrate how this repository of shapes has taken a decisive evolutionary leap forward.

Even when seen in the rearview mirror, the Shooting Brake Concept reveals at first glance a front end that is characterised by the striking single-frame radiator grille with dominant horizontal slats in chrome. As on the Audi Le Mans quattro super sports car study, the four-ring brand emblem is located above the single-frame grille, the surface of which is not interrupted by the licence plate surround, either.

The tapered shape at the front – further accentuated by prominent air inlets at the sides – and the dynamic cut of the clear-glass headlights give the face its decidedly forceful, dynamic character. A presence that echoes the characteristic front-end design of the current A4 racing models in the DTM and refines the visionary Audi RSQ study. A further element adopted from motor sport, beneath the grille, is the aluminium diffuser, which guides the airflow beneath the car with precision.

Viewed side-on, convex and concave surfaces create a subtle interplay of light and shadow. The dynamic lines lower down the car’s body give the vehicle a particularly flat look. Typically for the current Audi design approach, the shoulder and dynamic line structure the volume of the vehicle body into a clearly defined, sporty architecture. The proportions of the large body panels and the flat window strip below the arching roof line are equally characteristic features of a sports car.

The clearly contoured wheel arches accentuate the powerful, road-centred proportions. The 19-inch double-spoke wheels originate from quattro GmbH and are a further developed version of the design created specifically for Audi’s current top sports car, the RS 4.

One new element in the portfolio of design features is the upward swoop behind the rear side window. This, together with the wide C-post, accentuates the prominent rear end. This is where the visual emphasis of the Shooting Brake Concept is to be found: the flat trapezoid of the rear window and the pronounced arching, convex panel shape are the opposite extreme to the flat nose end and give the vehicle a crouched appearance, as if ready to leap.

The horizontal rear lights, extending well round to the sides, in conjunction with the black line along the lower edge of the window, accentuate the horizontal divide across the rear end of the vehicle. The luggage compartment lid itself extends well up into the roof surface. This permits a wide opening angle and optimum access to the luggage compartment.

Beneath the flush, integral bumper there is a large-area diffuser as at the front, to channel the airflow beneath the vehicle such that drag is minimised and surface grip enhanced. The exhaust system’s two large tailpipes hint at the powerful engine inside the Shooting Brake Concept.

The interior

The interior design of the Audi Shooting Brake Concept exudes a decidedly sporty flair. This impression is conveyed by the low seat position, in typical sports car style, the high centre console and the clear, expansive composition of the instrument panel. The short sports-style gear lever with its tactile knob, together with the wide armrests in the doors and the pedals with aluminium-rubber surface, combine form and function with unprecedented ergonomic perfection.

The attractive appearance of the interior surfaces and of each individual detail is the result of select material quality and a perfect finish of the highest standard.
The large, clearly structured surfaces of the instrument panel, roof and door trims are clad in high-tech synthetic materials. The two grey shades and the surface structures provide a contrasting look and feel. On the other hand, the surface of the centre console, the inside door handles and the surrounds on the air outlets, like the body itself, have an “Electric White” pearl-effect finish.

The instrument cluster, as the driver’s focus of attention, is shielded by a semi-circular cover, an element that consciously echoes the design of other sporty Audi models. Two large analogue circular instrument dials display the engine speed and road speed, and the large-format display of the Driver Information System provides further information.

The multifunction steering wheel with flattened underside is a counterpart to the wheel installed in two of the most alluring Audi sports cars ever built – the Le Mans quattro study, and the RS 4.

Above the centre console angled discreetly towards the driver, two circular air outlets with star-pattern slats bracket a chronograph that can display information in either analogue or digital form, as preferred.

This technology uses an organic polymer material that appreciably improves presentation and ease of reading. Compared with the conventional liquid crystal displays (LCD), an organic light emitting diode (OLED) monitor is substantially easier to read, above all with the sun shining on it and when viewed at an angle. The content displayed on the monitor can still be made out from an angle of 170 degrees. Other advantages of OLED are its shallow installation depth and very short response times, as well as much lower energy consumption than LCD displays.

The MMI terminal of the DVD radio and navigation system plus, with optical and acoustic route guidance, has been redesigned. The ergonomically optimised architecture of keypad and display is inspired by the successful Multi Media Interface configuration in the Audi A8. Here, the system features an array of new functions such as innovative 3D screen navigation with touch screen monitor and character recognition that permits detailed inputs using a PAD pen.

Engine and transmission

Powerful and confident – the power unit of the Shooting Brake Concept is a transversally installed V6 six-cylinder engine with a displacement of 3.2 litres, which has already thrilled many thousands of customers in currently the most sporty versions of the A3 and TT car lines.

The six-cylinder engine is equally suited to such a distinctly sporty vehicle as the Audi Shooting Brake Concept thanks to its outstanding torque and power characteristics.

Its maximum output is 184 kW (250 bhp) at 6,200 rpm, and the torque range is particularly impressive, peaking at 320 Nm between 2,500 and 3,000 rpm.

The ideal basis for forceful acceleration in all speed ranges and fleet-footed sprints is this engine in conjunction with the sporty, closely spaced 6-speed gearbox that paves the way for crisp, short gearshifts.

The performance figures of the Shooting Brake Concept 3.2 are correspondingly impressive: it accelerates from 0 to 100 km/h in just six seconds and reaches a top speed of 250 km/h (governed).

Throttle valve actuation is designed for an exceptionally agile, spontaneous engine response to accelerator pedal movements.

The dual-branch exhaust system both helps to cut emissions and makes a very presentable sound. Indeed, Audi’s acoustics specialists have created sonorous sound in this case, which, without being unpleasant or even obtrusive in any way at all, perfectly reflects the sporting potential of this very special power unit in acoustic terms.

The Shooting Brake Concept is equipped with quattro permanent four-wheel drive. A hydraulic multi-plate clutch varies the distribution of power between the front and rear wheels.

This technical solution is indeed particularly suitable for cars with the engine fitted transversely, incorporating all the well-known advantages of an Audi quattro.

Offering a permanent, situation-specific distribution of propulsive power between all four wheels, quattro drive guarantees maximum traction and, as a result, optimum acceleration at all times. At the same time there are still ample reserves for transmitting cornering forces in the interest of cornering safety and directional stability.

With the engine at the front and the four-wheel-drive multi-plate clutch at the rear, axle load distribution benefits accordingly. Indeed, this weight distribution is crucial to the excellent driving stability and good handling of the Audi Shooting Brake Concept.

The Shooting Brake Concept is powered by a transverse 3.2 litre V6 borrowed from the top spec Audi A3 and Audi TT models. Maximum power of 250 bhp is found at 6,200 rpm, and the torque peaks at 320 Nm between 2,500 and 3,000 rpm. Power is transferred to all 4 wheels through a close ratio 6-speed gearbox. This gives the Audi Shooting Brake concept a 0-60 mph time of just 6 seconds, and an electronically limited top speed of 155 mph.

Audi has also included some clever technology systems in the Shooting Brake, these include an adaptive magnetic damping system, an improved navigation system with touch screen monitor and character recognition, and new LED headlight technology.

The Shooting Brake, like the Audi Le Mans quattro super car concept, places the Audi emblem is above the large central grille, and the Shooting Brake’s clearly defined wheel arches exaggerate the overall muscular proportions of the car, similar to the arches of the Audi TT.

The interior of the Audi Shooting Brake Concept – in typical sports car fashion – is driver orientated and features a low seating position and high centre console. The stubby sports gear lever, sports steering wheel and simple two-dial instrument cluster adding to the effect.

The chassis

The second key to its excellent dynamics on the road is its highly effective suspension with McPherson strut layout at the front and the new four-link independent suspension at the rear. Large 19-inch wheels with size 245/40 R18 tyres promote driving fun and safety.

The dynamic suspension is designed for sporty, agile handling with a high standard of stability, and makes cornering a distinct pleasure. An additional forte is the high standard of ride comfort, as befits a car in a segment further up the range.

The Audi Shooting Brake Concept features ceramic brakes which ensure the appropriate braking performance. Compared with conventional steel discs, these not only last four times longer, but also offer high braking performance, even when driving at the limit, as well as maximum resistance to fading.

The significant reduction in weight also leads to advantages in terms of comfort and handling thanks to reduced unsprung masses.

The electromechanical steering with speed-dependent power assistance is furthermore one of the keys to optimum handling. It combines optimum steering feedback with minimal sensitivity to excitation from the road surface, and operates on far less energy.

The particular strengths of the four-link suspension layout stem from the functional separation of longitudinal and transverse forces. This provides a high standard of lateral rigidity in the interests of optimum dynamics and driving safety and, at the same time, makes the suspension relatively soft lengthwise in order to improve the standard of ride comfort.

Separate springs and shock absorbers provide the necessary vertical support. The shock absorbers are fitted right next to the wheels, leaving space for a particularly generous through-loading width in the luggage compartment. A tubular anti-roll bar is secured to the axle beam by means of extremely stiff rubber-to-metal mounts; it reduces body roll effectively and has a positive influence on the amount of lateral force that can be absorbed and thus on the vehicle’s handling.

An innovative technology is used for the shock absorbers: Audi magnetic ride. Instead of the conventional damper fluid, a magnetorheological fluid is used – in other words, a fluid whose viscosity can be influenced by an electromagnetic field. This effect enables to damping characteristic to be influenced electronically at will by applying a voltage to the electromagnets.

Audi uses this property to supply the correct damping forces in every driving situation, thus optimising ride comfort and road behaviour. A computer equipped with sensor technology determines the prevailing driving situation in a matter of milliseconds. The driver can choose from two driving programs depending on whether they want to drive in a very sporty style – in which case the magnetorheological fluid exhibits high viscosity – or more with the accent on ride comfort.

Comfortably spacious

The Audi Shooting Brake Concept sets new standards in the compact sports vehicle segment in offering ample space for all occupants. Thanks to the special shape of the tail end, there is both more headroom for rear passengers and more space in the luggage compartment. The wide opening angle of the rear doors and the electric easy entry function for the front seats provide easy access to the rear seats. There is an astonishing amount of knee room at the rear thanks to the wheelbase of 2.47 m.

The luggage compartment of the Audi Shooting Brake Concept is quite sufficient even for substantial transport requirements, providing a capacity of 255 litres with the rear seat back upright and as much as 730 litres with the seat back folded down.

The steering column adjustable in reach and height as well as the driver’s seat with the same adjustment options ensure an optimum seating position for drivers of virtually any build.

The ergonomic design of the front seats in the Audi Shooting Brake Concept combines ample comfort with good lateral support. The shot-through textile upholstery in aero blue for the seat surface and seat back, flanked with contrasting grey hues on either side, provides a sporty, elegant accent.

Lighting design and electronics

Visible innovation is to be found beneath the covers of the headlights and rear lights of the Audi Shooting Brake Concept – this is where a fascinating formal idiom and trailblazing technology come together. The design of the lighting elements and the night design simultaneously give the overall appearance of Audi’s latest study car an utterly new visual accent.

The design of the decidedly three-dimensional main headlights, using LED technology, is particularly eye-catching. Bionics, in other words drawing design inspiration from nature, has been at work here. The light unit has a design reminiscent of an open pine cone. Reflector shells arranged concentrically one behind the other each concentrate the light from one diode, producing a high-luminosity, even form of driving light.

By contrast the high-beam headlights, located on the inside, are blossom-shaped. The indicator lights, in the form of narrow light strips, delineate the lower edge of the headlight housings and the exterior mirrors, providing prominent signals and original visual accents. The daytime running lights naturally also use LED technology, the merits of which include particularly low energy consumption, over and above their attractive design.

The rear lights of this study, recessed deep into the vehicle body, likewise have a highly innovative design. The transparent red covers again provide a clear view of the LED technology. The diodes actually cast their light forwards onto the reflector, which distributes it back to the rear through a mask in the shape of a double cloverleaf. This results in an unmistakable appearance for both the rear lights and the brake lights. The turn indicators again take the form of narrow horizontal strips.

New navigation system

There are electronic innovations in other areas of the vehicle, too. An enhanced version of the DVD screen-based navigation system plus offers special operating functions and a new screen presentation. Audi uses touch screen technology for the first time here. The driver can activate the basic architecture of the MMI screen directly by touching the function panels in the display.

The new system generation moreover permits operation of the navigation menu by direct input, e.g. of destinations, via the monitor. Instead of having to compose them one letter at a time from the menu, the driver can simply write them on the monitor with their finger. Alternatively, a remote control with pressure-sensitive surface can be used to make inputs, as on a PDA computer. The input monitor pops up out of a slot beneath the centre display at the push of a button.

The special feature is that the system is not only capable of reading in handwriting, but can also identify a wide variety of scripts. The computer is equally able to read the conventional Latin alphabet and Japanese characters.

Another new aspect is the scope provided for choosing between two different navigation modes. Those who prefer the “Tour” mode can view the route on the monitor from an appreciably enhanced, three-dimensional bird’s-eye perspective. The driver can take photos of destinations with a camera at the front of the car and store these as visual route markers.

Activating the “Sport” mode displays optical information above all via the central display in the instrument cluster. As well as spoken instructions, there are direction arrows to point the way. Again in the “Tour” mode, the driver can call up a further option that acts like an electronic rally co-pilot and makes the journey an end in itself: whenever the driver feels the urge to drive along a particularly challenging, winding route, they can call up an appropriate itinerary from the computer. While following the proposed route, as well as receiving directions they are then advised on the best gear to engage and the speed at which to take the next bend.

From Geneva Autoshow 2006

The new BMW M6 made its debut at the 2005 Geneva Motor Show. It is based on the BMW E63/E64 6-Series, introduced in 2005. It shares the same 5.0 L V10 S85 engine and SMG III gearbox with the E60 M5, and produces 507 ps (373 kW) / 384 ft/lbf (521 N/m).

BMW claims it will accelerate from 0 to 100 km/h (62 mph) in 4.6 seconds and has an electronically limited top speed of 250 km/h (155 mph). With the limiter removed, the top speed can reach 330 km/h (206 mph). And multiple road tests have shown that the M6 accelerates from 0 to 60 in 4.1 seconds.

The M6 will have the same ‘power button’ as the M5 which modifies the throttle response. From ignition, the car delivers 400 hp (298 kW), but engaging the button allows the full 507 ps. It weighs 1710 kg (3770 lb) thanks to a carbon fibre roof panel as well as thermoplastic front wings, aluminium doors and bonnet and compound boot lid. The carbon fibre and other light materials are used in places like the bumpers and roof that are far from the centre of gravity and/or high up, so that they not only reduce the overall weight but improve the handling by reducing, respectively, the moment of inertia and the centre of mass height.

Initially it will only be available as a coupe, although a cabriolet and a lightweight CSL version are expected in 2006 and 2007 respectively. It can be visually distinguished from the 630i, 645Ci and 650i by its deeper front valance with air intakes, more contoured side sills and a rear valance with diffuser as well as four tail pipes.

Lancia Delta - www.robson.m3rlin.org

The Lancia Delta is a small family car produced by Italian automaker Lancia with the first generation being produced between 1979 and 1994, the second generation running from 1993 until 1999, and the third generation Delta entering production in 2008. It was first shown in Frankfurt Motor Show in 1979. The Delta is best known for its World Rally Championship career in the late 80s and early 90s, when it dominated rallying. Lancia offered road-going versions of these competition cars – the Lancia Delta HF4WD and Integrale.

Lancia Delta - www.robson.m3rlin.org

The first Delta was a five-door hatchback designed by Giorgetto Giugiaro and released in 1979. For a period of time, it was also sold in Sweden by Saab Automobile, badged as the Saab 600. Saab assisted with some areas of the cars’ design and as a result the Delta was better suited for colder climates and less prone to rust than other Lancias.[citation needed] Key competitors were the Volkswagen Golf, Opel Astra/Kadett and Ford Escort. For a few years after its launch, the Delta was one of the most contemporarily styled cars of its class in Europe and was voted Car of the Year in 1980.

Lancia Delta - www.robson.m3rlin.org

While the majority of Delta models were ordinary small family cars, the most famous model was the Delta HF Integrale, a four-wheel drive hot hatch with a powerful turbocharged petrol engine. A tweaked version of the HF dominated the World Rally Championship, scoring 46 WRC victories overall and winning the Constructors Championship a record six times in a row from 1987 to 1992.

While the majority of Delta models were ordinary small family cars, the most famous model was the Delta HF Integrale, a four-wheel drive hot hatch with a powerful turbocharged petrol engine. A tweaked version of the HF dominated the World Rally Championship, scoring 46 WRC victories overall and winning the Constructors Championship a record six times in a row from 1987 to 1992.

Lancia Delta - www.robson.m3rlin.org

HF4WD

In 1986 the rallying world suffered a tremendous blow in terms of development as FISA decided to scrap plans for a proposed Group S as well as cancelling Group B. It was ruled that Group B cars were too fast and, as a consequence, too dangerous. It is arguable that Lancia was one of the more far-sighted manufacturers at the time, as it was already developing the Delta HF 4X4 production car using experience gained from the development of the S4 rally car.

Lancia Delta - www.robson.m3rlin.org

Superseding the Delta HF Turbo as the flagship of the Delta range — S4 excepted — the HF 4WD had a lot to live up to. The HF Turbo was no slouch and its handling was praiseworthy for a front-wheel drive car.

The Delta range was first introduced to the United Kingdom in 1980 and remained virtually unchanged until 1986, when small changes were made to the cars’ body shape, the engines updated and the four-wheel drive model introduced.

One of the features of the Delta HF 4WD is the under-statement of the body styling. There is very little to distinguish the car from the earlier ‘Turbo i.e.’ apart from the four-headlight system, fog lamps mounted in the front spoiler, discreet 4WD badging on the rear hatch, small side skirts and two raised air intakes on the bonnet (hood). The later car is therefore virtually indistinguishable from the 1600 cc HF Turbo i.e.

With 165 bhp (123 kW) on tap, the best way of transferring it to the road is via four, rather than two-wheel drive. In the Delta HF 4X4, Lancia was not content to go for a simple system but rather opted for one with an in-built torque-splitting action to ensure that the available power was going to the wheels with the most traction at any given time, thus ensuring the most efficient use of the available power and torque.

Three differentials are at the heart of the system. Drive to the front wheels is linked through a free-floating differential; drive to the rear wheels is transmitted via a 56/44 front/rear torque-splitting Ferguson viscous-coupling-controlled epicyclic central differential.

The real innovation as far as production cars are concerned however, lies between the rear wheels.

The Torsen (torque sensing) rear differential is similar to that found on McLaren Formula 1 cars. The result of combining these differentials in this configuration is a four-wheel-drive system which responds automatically to available grip and road conditions, and which requires no manual input from the driver, delivering maximum traction at all times.

The Torsen differential is a true ‘intelligent’ differential in the way it distributes torque. It divides the torque between the wheels according to the available grip, and does so without ever locking fully: maximum lockup is 70%.

Standard differentials are either free-floating or self-locking. Free-floating systems are good at differentiating between wheel speeds on bends, but always supply the same amount of torque to both wheels. In this situation, however, there is a risk that the wheel with the lighter load (on an incline, for example) or less grip, will lose traction. To counteract this possibility, totally self-locking differentials ensure that both wheels rotate at the same speed but in doing this, prevent free differentiation in cornering, to the detriment of handling and stability.

The basic suspension layout of the Delta 4WD remains the same as in the rest of the two-wheel drive Delta range: MacPherson strut–type independent suspension with dual-rate dampers and helicoidal springs, with the struts and springs set slightly off-centre.

There are a few more subtle changes, though, with the suspension mounting points to the body shell, now better insulated by incorporating flexible rubber links to provide improved isolation. Progressive rebound bumpers have also been adopted, while the damper rates, front and rear toe-in and the relative angle between springs and dampers have all been altered. The steering retains the rack and pinion mechanism of the rest of the Delta range, but in this application it is power-assisted. Steering effort has been reduced further by fitting thrust bearings of the ball, rather than roller type. Additional steering sensitivity has also been obtained by adjusting the angle of incidence of the steering rack.

Taking the all-conquering Delta HF 4WD that decimated its rivals on tarmac, snow, ice and loose surfaces throughout the 1987 season, Lancia designed the HF Integrale to incorporate all the advanced technical features of the rally car enhanced by the lessons learned in one of the world’s toughest motor sport arena. The result is a stylish, luxurious yet utterly practical five door hatchback with impeccable road manners, but capable of a blistering 0–100 km/h (0–62 mph) acceleration in just 6.6 seconds and a maximum speed of 133 mph (214 km/h).

At the heart of the 8-valve HF Integrale is a 2-litre 4-cylinder fuel injected twin cam engine, fitted with contra-rotating balancing shafts. This version, of what is surely one of the world’s most competition proven power units, incorporated the following improvements over the HF 4WD: New valves, valve seats and water pump, larger water and oil radiators, more powerful cooling fan and bigger air cleaner. A larger capacity Garrett T3 turbocharger with improved air flow and bigger inter-cooler to aid volumetric efficiency, together with revised settings for the electronic injection/ignition control unit and a knock sensor, boost power output to 185 bhp (DIN) (136 kW) at 5300 rpm and maximum torque of 31 m·kgf (304 N·m, 224 lbf·ft) at 3500 rpm.

The Delta boasts one of the world’s most advanced transmission systems incorporating permanent 4-wheel drive, a front transversely mounted engine and five-speed gearbox. An epicyclic centre differential normally splits the torque 56 per cent to the front axle, 44 per cent to the rear. However a noiseless, fully automatic Ferguson viscous coupling balances the torque split to give the optimal division between front and rear axles depending on road conditions and tyre grip. The Torsen rear differential further divides the torque delivered to each rear wheel according to grip available. By using the interaction between a worm screw and helical gear (movement is transmitted from screw to gear only) the Torsen system ensures that the wheel with less weight or grip receives less torque and therefore maintains traction. A free floating front differential completes the system to ensure maximum traction even at speed on adverse road surfaces. A shorter final drive ratio (3.111 instead of 2.944 on the HF 4WD) is used to match the larger 6.5×15 wheels to give 24 mph/1000 rpm (39 km/h per 1000 rpm) in fifth gear.

Both braking and suspension were uprated to match the HF Integrale’s increased performance. The ventilated front discs were increased in diameter to 284 mm (11.2 in), improved friction coefficient pads were fitted to the rear brakes. A larger brake master cylinder and servo lessened pedal effort for quicker response and reduced the risk of overheating in even the most demanding situations. The all round independent suspension features new front springs, dampers and front struts.

In line with the mechanical improvements and higher performance, Lancia gave the HF Integrale a new, more purposeful look while retaining all the practical advantages of the five door body shell. Immediately noticeable are the rounded, bulged wheel arches housing the wider section 195/55 VR tyres on 15-inch 6J alloy wheels. A new bonnet incorporated air louvres while the restyled bumpers wrapped around to meet the wheel arches at front and rear. The front bumper, now wider, incorporates air intakes to assist engine cooling, and houses rectangular auxiliary driving lights, that complement the twin circular headlights. The side skirts are faired into the wheel arches at front and rear and carry “Delta HF Integrale” badges to complement those on grille and rear hatch. The twin rear view mirrors are finished in body colour.

Integrale 16v

In 1988, Lancia gained 10 victories out of 11 rallies and the world title, won well before the end of the season. The 8 valve Delta had won, ahead of every rival in every continent, demonstrating its unrivalled performance, reliability and durability. But Lancia did not let this lull them into complacency, the 16 valve HF Integrale was being developed and was to run alongside its stablemate during the 1989 season. The new car was identifiable from its predecessor by the raised centre of the bonnet to accommodate the new 16 valve engine. The other exterior changes visible were; wider wheels and tyres and new identity badges front and rear. The 16 valve integrale was published in 1989 Geneva Motorshow.

The torque split was changed to 47% front and 53% rear, this gave the car better handling characteristics, on tarmac, where the Ford Cosworths were beginning to show their potential. Both the 8 and 16 valve cars were in use by the Works Team during the 1989 season, the 16 valve made its successful debut on the Sanremo Rally with Miki Biasion, at this time the new livery of the 16 valve cars was red, the colour reverted to white for 1990 as red was found to be less incisive than white in photographs and on television.

The turbocharged 2-litre Lancia 16v engine is already a powerful, refined performer, but was further developed for the Integrale 16v. Generating 200 bhp (149 kW) at 5500 rpm, it can take the car to a maximum speed of 137 mph (220 km/h) and get it from 0-100 km/h (0-62 mph) in 5.5  seconds. Larger injectors provide higher power output and efficient exploitation of the fuel feed at high engine speeds. The response of a Garrett T3 turbocharger is immediate, thanks to the reduced inertia of the turbine. A highly efficient intercooler provides the driver with more power and greater reliability. The new over-boost system uses a proportional electrovalve, to give a lift to engine torque: 220 lbf·ft (298 N·m) at 3000 rpm. All these improvements make the road-going version of the Integrale 16v a spirited, reliable and inherently safe car. The exuberant 16-valve engine, however, retains commendable refinement, thanks to the inclusion of two counter-rotating balancer shafts, eliminating vibration to give superb smoothness. The engine can also run on unleaded fuel without modification.

The Lancia Delta HF Integrale 16v uses a dual circuit braking system with each axle separate, which is safer because directional stability is maintained by each axle. The optional four-channel, second generation ABS system is mounted on this circuit. Designed specifically for four-wheel drive, it ensures safe braking on all surfaces and in any situation, in the minimum distance, to maintain directional stability. In emergency braking, the electronic control unit uses two sensors, detecting transverse and longditudinal accelerations to deliver braking pulses appropriate to each side of the vehicle. Loss of control over ground with uneven grip can thus be prevented. The sensors are situated at the car’s centre of gravity, near the gear lever. System efficiency is assured by electronic self diagnosis carried out automatically after starting the engine

The first Evoluzione cars were built at the end of 1991 and through 1992. These were to be the final homologation cars for the Lancia Rally Team; the Catalytic Evoluzione II (below) was never rallied by the Factory.

In order to improve the handling, the Evoluzione I had a wider track front and rear than earlier Deltas. In order to enclose this track in the bodywork, the wide arches were extended even further and in the process also became more rounded. The wings were now made in a single pressing, whereas previously they had been fabricated. The front strut top mounts were also raised in height in the quest for more grip: this then necessitated a front strut brace to control the forces thus generated.

External changes included: new grilles in the front bumper to improve the air intake for engine compartment cooling; a redesigned bonnet (hood) with new lateral air slats to further assist underbonnet ventilation; an adjustable roof spoiler above the tailgate to assist in competition and to emphasise the cars sporty lines; new five-bolt (stud) wheels derived from the rally cars (stronger than the previous design); and finally, the rear of the car was changed with only one exhaust pipe now showing.

* No changes to the tried and trusted chassis configuration: MacPherson-type independent suspension at front with lower wishbones;
* anti-roll bar;
* segmented dampers with a brace between the strut tops;
* MacPherson-type independent suspension at rear with transverse rods;
* longitudinal transversal reaction struts;
* disc brakes on all wheels, with double cylinder calipers at the front;
* floating calipers at the rear;
* split crossover hydraulic circuit with power brake and brake power modulator on rear wheels;
* Bosch ABS as standard;
* rack and pinion steering with servo assistance;

The new Integrale retained the four wheel drive layout: an epicyclic centre diff with torque splitter (47% to front, 53% to rear), Ferguson viscous coupling and Torsen rear differential.

The engine, although technically the same as the earlier 16V cars, was remapped to give 210 bhp (157 kW) at 5750 rpm in order to compensate for the slight increase in weight and increased frontal area. This kept the performance figures virtually unchanged.

The above improvements were aimed at, and did change, the cars’ handling potential, with the new car being able to travel 5–6% faster over rally sections both tarmac and gravel. The result was even greater driver confidence when driving in normal road conditions.

Interior trim was now Grey Alcantara as standard, covering the same Recaro seats as fitted to the earlier 16V cars; leather and air conditioning were offered as options. The interior was finished with a new anotomic grip gear lever and leather-covered Momo steering wheel.

A number of Evoluzione I cars were built to meet Swiss regulations and were consequently equipped with an 8-valve engine complete with catalytic converter, producing 165 bhp (123 kW). It is often considered that this version is a little underpowered for the weight of the car.

The 1993 edition of the Delta HF integrale featured an updated version of the 2-litre 16-valve turbo engine to produce more power, as well as a three-way catalyst and Lambda probe. The addition of the catalyst did not penalise performance.Indeed, the Evoluzione II produced more power and torque than its predecessor, the Evoluzione I. That’s because Lancia added a series of technical improvements that may be summed up as follows:

A Marelli integrated engine control system with an 8 MHz clock frequency which incorporates:

* timed sequential multipoint injection;
* self-adapting injection times;
* automatic idling control;
* engine protection strategies depending on the temperature of intaken air;
* Mapped ignition with two double outlet coils;
* Three-way catalyst and pre-catalyst with lambda probe (oxygen sensor) on the turbine outlet link;
* Anti-evaporation system with air line for canister flushing optimised for the turboengine;
* New Garrett turbocharger: water-cooled with boost-drive management i.e. boost controlled by feedback from the central control unit on the basis of revs/throttle angle, mapping designed for ultra-progressive response to acceleration;
* Knock control by engine block sensor and new signal handling software that acted simultaneously on spark advance, fuel quantity injected and turbocharging;

The basic engine structure remained unchanged:

* twin counter-rotating balancer shafts;
* light alloy cylinder heads;
* twin overhead camshafts driven by toothed belt;
* four valves per cylinder;

The engine developed a maximum power output of 215 bhp DIN (158 kW) (against 210 bph on the earlier uncatalysed version) and maximum torque of 32 kgf·m (310 N·m) (formerly 31 kgf·m or 300 N·m).

In order to underline the even more advanced engineering and performance of the 1993 version, the new Integrale was also given a cosmetic and functional facelift.

Briefly:

* new 16″ light alloy rims with 205/45 ZR 16 tyres for better brake cooling and enhanced dynamic vehicle behaviour especially in lateral roadholding terms;
* body colour roof moulding to underline the connection between the roof and the Solar control windows;
* red-painted cylinder head;

Inside:

* new leather-covered three-spoke MOMO steering wheel;
* standard Recaro seats upholstered in beige Alcantara with diagonal stitching;

The sporty look of the new Delta was highlighted by an aluminium fuel cap and air-intake grilles on the front mudguards which act as a more efficient ‘air exhaust’.

2007 Bentley Azure

Like a priceless Louis XV cabinet or a rare Biedermeier cupboard, Bentley convertibles have always been top-shelf items built to satisfy the self-indulgent demands of the well-to-do. True to this tradition, the new 2007 edition of the classic Azure is a devilishly expensive and supremely luxurious land yacht. Mechanically speaking, the Azure is basically a two-door Arnage with a power-operated canvas top. What makes it special are old-world ingredients such as rear-wheel drive, a 6.8-liter twin-turbo OHV V-8, and a bespoke interior.

2007 Bentley Azure

The styling of the new Azure is as textbook conservative as that of a London taxi or Buckingham Palace. But the magic is in the proportions: an imposing body that measures almost eighteen feet between bumpers; an in-your-face mesh grille flanked by two expressionless headlamps; a hood vast enough to hide a miniature nuclear power plant; and a stately rear overhang. The cabin lacks modernities such as Mercedes-Benz SLK-style neck-warming vents, so the four occupants must rely entirely on the windshield and on the tall side windows to brave the elements. In appearance and approach, this new Bentley seems like a leftover from the late 1980s, but the driving experience most certainly isn’t.

2007 Bentley Azure

The previous Azure was a surprisingly quick car–at least in Mulliner spec–considering its castlelike weight and aerodynamics, but its handling and roadholding left much to be desired. In the new car, steering inputs are translated without delay, the brakes are properly boosted, directional stability is solid, and the chassis has shed its eiderdown indifference. True, the Azure still rolls like a barge when pushed hard, and its 645 lb-ft of maximum torque may burn rubber at any time, but there is no doubt that the 450-hp Azure has matured in attitude and ability.

2007 Bentley Azure

2007 Bentley Azure

A six-speed manu-matic will help the massive Azure cover 0 to 60 mph in less than six seconds on its way to a top speed of 168 mph. According to Bentley chairman Franz-Josef Paefgen, however, the Azure is “not about smoky launches or lurid power oversteer. On the contrary, it is a gentle giant, an effortless cruiser, a humble lesson in presence and prowess.”

No more than 400 Azures are to be built annually, and most of them will surely spend their pampered lives wafting from one sumptuous estate to the other, with stops at the marina, the country club, and the helipad in between. For a mere $338,000, one of these timeless tokens of privilege could be yours.

2007 Bentley Azure

2007 Lamborghini Murcielago LP640 - www.robson.m3rlin.org

The new Lamborghini Murcielago LP640 features considerable innovations in terms of body design and mechanics. And also with a new name: Murcielago LP640, which refers to its engine position – longitudinale posteriore – and to its power 640 bhp. Designers and engineers have not only focused on reworking the engine, suspensions, gearbox, exhaust system, brakes and electronics, but also the interior and exterior design; improvements that make the Murcielago LP 640 the most extreme and fastest sports car in its class, placing it at the very top.

Lamborghini’s smiling senior test driver Valentino Balboni celebrates his 38th anniversary with the company the day before our arrival at the factory in Sant’Agata Bolognese on a quiet Saturday when the air is still, the traffic relatively light, and northern Italy seems to be down for a nap.

Soon we are driving the 632-hp Lamborghini Murciélago LP640 behind Balboni, who is in his green Audi A4 diesel, and we can’t keep up. That’s because the narrow farm roads around the Lamborghini factory in Sant’Agata, Italy, have three lanes, two visible ones for routine traffic and one invisible lane just for Balboni. He darts into it frequently to pick off slowpokes, the obliging Fiats moving to the right with barely a flashed headlight of complaint. The 81.0-inch-wide LP640, in our abnormally cautious hands, snorts and burbles and falls steadily behind.

2007 Lamborghini Murcielago LP640 - www.robson.m3rlin.org

When the road clears, the new Murciélago, expected in U.S. showrooms by about the time you read this, at an estimated base price of $320,000, slips its leash with a mighty wail from its goggling mono-pipe. The road stripes blur as usual in a Lamborghini, but the vibe is different. The sluggish preamble, the trawling through lower, lesser-energized revs before the megaton explosion that was noted in our previous Murciélago test [C/D, July 2003], is gone.

The windup to warp speed happens in one long, startlingly smooth blast of intoxicating bull power. Better still, the clutch engages with a light pedal and facile fluidity, the bulky all-wheel-drive powertrain as tractable and complacent as a Honda’s from stoplight to stoplight. The LP640 is still a supercar by an older definition, meaning that it pushes and pogos and feels generally gargantuan. But the Murciélago now serves horsepower every bit as civilized as that from its nearby competitors at Il Cavallino Modenese.

2007 Lamborghini Murcielago LP640 - www.robson.m3rlin.org

What happened was an engine redesign. The 572-hp, 6.2-liter dry-sump V-12 became a 6.5, going up a millimeter in bore size and 2.2mm in stroke. Everything from the crank mains up was redesigned to extract more power, flatten the delivery of the 487 pound-feet of torque, and improve emissions, starting with reshaped combustion chambers in new cylinder heads. Variable-valve-timing mechanisms on both sets of cams are now rotary-type with infinite variability; before, it was a two-step system. The multichamber intake plenum changed from a crossflow to a vertical downdraft, the air ramming through oval tubes straight into larger valves.

Lamborghini, which proudly makes its own engine computers, completely rewrote the software (no doubt with some input from parent company Audi) to accommodate the new hardware. The engineers say they also cut 60 pounds out of the engine compartment.

You’ll know the LP640 by its larger oil-cooler scoop — there are almost 13 quarts on tap — on the driver’s-side rocker panel. A chin spoiler, a rear aerodynamic undertray, and a see-through engine cover are other cues to the LP640’s newness, as are redesigned taillamps and bumpers. Inside, the leather is crisscrossed by a modish diamond-pleat stitch pattern, and the dull instrument cluster finally gets — ta-dum! — a Lamborghini logo. In a few more years it may get chrome rings, too.

Ironically, for a car built in Italy, the Murciélago seems less suited to pinched Italian roads than any vehicle made — except for maybe Jay Leno’s tank rod. It’s a daunting challenge to make it look fast in pictures, so we asked Balboni, a man with more miles in Lamborghinis than anyone else alive, to steer for a few cornering shots. On the second run, the LP640 abruptly lost its footing in some sand, spun backward, and clonked a sign post. We stared, too shocked to speak, weep, or laugh at our rotten karma. Balboni got out and studied the mildly dimpled bumper and cracked taillight with an embarrassed frown. “Game over,” he said.

Even after 38 years, Balboni’s game, like Lamborghini’s, seems far from over.
VEHICLE TYPE: mid-engine, 4-wheel-drive, 2-passenger, 2-door coupe

ESTIMATED BASE PRICE: $320,000

ENGINE TYPE: DOHC 48-valve V-12, aluminum block and heads, port fuel injection
Displacement: 396 cu in, 6496cc
Power (SAE net): 632 bhp @ 8000 rpm
Torque (SAE net): 487 lb-ft @ 6000 rpm

TRANSMISSIONS: 6-speed manual, 6-speed manual with automated shifting and clutch

DIMENSIONS:
Wheelbase: 104.9 in Length: 181.5 in Width: 81.0 in Height: 44.7 in
Curb weight: 3850 lb

PERFORMANCE RATINGS (MFR’S EST):
Zero to 62 mph: 3.4 sec
Top speed (drag limited): 211 mph

PROJECTED FUEL ECONOMY (C/D EST):
EPA city driving: 9 mpg
EPA highway driving: 13 mpg

2008 Audi Q7 S Line - www.robson.m3rlin.org

The new Audi Q7 represents a new superlative in the SUV (Sport Utility Vehicles) segment. It produces the performance of a sports car on the road, while redefining the boundaries of a vehicle in this category off-road. The sporty characteristics of the Audi Q7 are further enhanced by the equipment package “S line sports package plus”: sports suspension, sports seats and cast aluminium wheels up to 21 inches in size turn the performance SUV into an athlete. The “S line exterior package” is the new sporty custom-made outfit for the Audi Q7 that adds attractive visual touches on the outside. The two equipment packages from quattro GmbH can be ordered separately or together from the middle of 2006. The Audi Q7 3.0 TDI quattro and the Audi Q7 4.2 FSI quattro will be launched in Germany at the start of March 2006.

S line sports package plus

The new “S line sports package plus” for the Audi Q7 from quattro GmbH gives the performance SUV an even more emotional and sporty character. With its dynamic spring/shock absorber settings, the S line sports suspension conveys pure driving pleasure. The vehicle is lowered by 10 millimetres compared with models fitted with the standard suspension. 9Jx20 cast aluminium wheels of 5 spoke design with size 275/45 R 20 tyres give the vehicle its athletic appearance. S line logos on the front left and right wings and on the door sill trims are further distinguishing features of the Audi Q7 S line.

Inside the vehicle, electrically adjustable front sports seats in a combination of Alcantara/Leather and with an embossed S line logo on the backrests provide excellent lateral support. The 3-spoke leather multifunction sports steering wheel with S line emblem and the gear lever gaiter are covered in smooth black leather, the gear knob in perforated leather.

The black trimmed interior and headlining contrast with the matt brushed S line aluminium inlays to produce additional sporty touches. Fine grain birch wood grey inlays can be ordered as an alternative. The Audi driver information system is also part of the package.

20-inch cast aluminium wheels of 20-spoke design or 21-inch cast aluminium wheels of 7 twin-spoke design are available as an option. Thanks to the optionally available shift paddles on the leather multifunction steering wheel, the driver can also change the gears of the 6-speed tiptronic automatic transmission manually, without taking his or her hands off the steering wheel. In addition to the standard colours, the exclusive exterior colours Daytona Grey, pearl effect and Mugello Blue, pearl effect are offered as options.

2008 Audi Q7 S Line - www.robson.m3rlin.org

S line exterior package

The “S line exterior package” for the Audi Q7 comprises particularly attractive components. The front bumper, the side cooling grilles, the lower door trims and the diffuser insert all have a striking sporty design. The lower sections of the front and rear bumpers, the lower door trims and the diffuser insert are all painted in the body colour, the radiator grille is painted Brilliant Black. The package includes S line logos on the front wings and the door sill trims as well as a headlight washer system.

2008 Audi Q7 S Line - www.robson.m3rlin.org

Prices

The “S line sports package plus” costs €5,290 for the Audi Q7 3.0 TDI quattro and €2,980 for the Audi Q7 4.2 FSI quattro. The “S line exterior package” costs €1,900 for both models. A price discount of €200 is offered if the “S line exterior package” is ordered in conjunction with the “S line sports package plus”.

New kit for the Q7 includes an adaptive package for the cruise control that uses short-wave radar to maintain a preset speed and distance from the car in front by braking and accelerating. This operates from a standstill to 124mph and will also warn if the vehicle is too close to the car in front by pulsing the brake pedal. It is probably just about worth the extra £1,225.

2008 Audi Q7 S Line - www.robson.m3rlin.org

The side radar, though, isn’t worth £450. This warns of a hazard in the rear-three-quarter blind spot. It’s for people too lazy to look over their shoulder before changing lanes and it didn’t seem to work very well. On one occasion, a motorcycle was riding alongside us, invisible in the mirrors and undetected by the system.

The whole cabin is finished with a cast-iron craft and zeal. The Q7 defies fashion, but embodies style. Audi can be a pompous company, but it makes interiors that look as good today as they will when your grandchildren are dropping hints that you should surrender your licence.

Audi allowed a few journalists to drive the car in Germany last month, but the main press corps was flown at vast expense to Phoenix, Arizona to experience the car in temperatures, road conditions and at gastropodic, rigidly police-enforced speeds entirely alien to frozen Europe.

So we fired up the diesel and trundled out of the risqué end of this desert state’s capital. Past Camelback Mountain and the local traders: Smoking Lingerie, Divorce Care and Recovery and Zorba Adultshop. The 3.0-litre V6 sizzles like bacon and eggs as it pulls away from the lights.

2008 Audi Q7 S Line - www.robson.m3rlin.org

It is well suited to the six-speed auto ‘box, seldom stuck for a ratio, with a purposeful growl and lots of oomph, at least up to 70mph, where the weight and aerodynamics of the leviathan sap the performance. It is not economical, though, and with an around-town fuel consumption of less than 20mpg, the Q7 is never going to be cheap to run.

It certainly won’t be if you opt for the 4.2-litre V8 petrol, which is also impressively growly and quick, but which slurps fuel at a frightening rate of 20.8mpg overall, 14.5mpg Urban. The narrow-angle 3.2-litre V6 option, which is from the Phaeton and Golf R32, saves a bit in consumption, but it is very vocal to drive and seems to work hard even cruising at 70mph.

The air suspension has three separate settings for off-road, comfort and dynamic driving. Each one has its own calibrations for springs, dampers, ride height and the electronic stability program. There is also a can’t-be-bothered automatic setting and another to increase the ride height for clambering.

At low speeds, the ride is unpleasantly harsh, with the big tyres ricocheting off cat’s eyes and broken surfaces. I wasn’t the only person to think: “We’ll switch to comfort mode – oh, it is in comfort mode.” Speed up and the ride evens out a little, while the more sporting dynamic mode restricts body roll, rather than just hardening up the damping and making your teeth ache.

The body control is uncanny. Drive the Audi as hard as you can and it never flops or flaps about, remaining positive, well damped, propped up and shipshape. The steering is superbly weighted, accurate to a fault and almost pointlessly competent considering that for 99.9 per cent of owners the main point of owning a Q7 will be the cup holders and the ability to see into other people’s gardens.

Off-road the Q7 is all hat and no cattle. The four-wheel-drive system is about traction on the road diverting power between wheels to ensure stable progress in slippery conditions: ice and gravel, rather than bogs and mountains.

The extra ground clearance and hill-descent control allow a little more freedom to roam, but there is no transfer box to reduce speeds and multiply torque, so the Q7 is quite limited in its abilities. For the launch, Audi craned a Q7 into a precarious position on the side of a mountain. Close inspection revealed that in expert hands and with a bit of sly winching, you could probably have driven a Land Rover Defender up there.

As with all Audis, the Q7 looks quite good value, but if you dally too long at the options list you will feel as if you have been plundered by the pirates of the Caribbean. Choose any colour but black and you will pay another £650, which is disgraceful.

Quite what the Q7 is for is another matter entirely. When the post-oil-age history of the world is written, students will shake their head in wonder at machines such as this. The rich, it seems, don’t have to worry about diminishing resources.

So when you are left wobbling in the wake of this latest German SUV, don’t bother waving your fist at its occupants. They’re going to end up in a place that even Hieronymus Bosch couldn’t dream up.

There are long Qs forming outside Audi dealerships, and not everyone is asking for a brand new TT. They’ve got something bigger on their minds – the firm’s first-ever SUV, the Q7. Auto Express took to the road to see how it shapes up. First impressions are that the Q7 is certainly a big and brash-looking off-roader and, inside, there’s plenty of space with seating for seven. Our test car boasted a 345bhp 4.2-litre FSI V8 engine, which provides thrilling if thirsty performance while through corners the Q7 feels just as nimble as a BMW X5. At £48,625 for the range-topping S line model tested here, it’s not cheap, but it is sure to keep Audi’s salesmen busy this summer.

1972 Plymouth Barracuda - www.robson.m3rlin.org

The Plymouth Barracuda is a 2-door car that was manufactured by the Plymouth division of the Chrysler Corporation from 1964 through 1974.
The first-generation Barracuda, a fastback A-body coupé based on the Plymouth Valiant, had a distinctive wraparound back glass and was available from 1964 to 1966.
The second-generation 1967 – 1969 Barracuda, though still Valiant-based, was heavily redesigned. Second-generation A-body cars were available in fastback, notchback, and convertible versions.

The 1970 – 1974 E-body Barracuda, no longer Valiant-based, was available as a coupé and a convertible, both of which were very different from the previous models.

1972 Plymouth Barracuda - www.robson.m3rlin.org

The redesign for the 1970 Barracuda removed all its previous commonality with the Valiant. The original fastback design was deleted from the line and the Barracuda now consisted of coupe and convertible models. The all-new model, styled by John E. Herlitz, was built on a shorter, wider version of Chrysler’s existing B platform, called the E-body. Sharing this platform was also the newly launched Dodge Challenger; however, no sheet metal interchanged between the two cars, and the Challenger had a 2-inch (51 mm) longer wheelbase.

The E-body Barracuda was now “able to shake the stigma of ‘economy car’.” Three versions were offered: the base Barracuda (BH), the luxury oriented Gran Coupe (BP), and the sport model ‘Cuda (BS). The high-performance models were marketed as ‘Cuda deriving from the 1969 option. The E-body’s engine bay was larger than that of the previous A-body, facilitating the release of Chrysler’s 426 cu in (7 L) Hemi for the regular retail market.

Two six-cylinder engines were available — a new 198 cu in (3.2 L) version of the slant-6, and the 225 — as well as six different V8s: the 318, 340, 383, 440-4bbl, 440-6bbl, and the 426 Hemi. The 440- and Hemi-equipped cars received upgraded suspension components and structural reinforcements to help transfer the power to the road.

Other Barracuda options included decal sets, hood modifications, and some unusual “high impact” colors such as “Vitamin C”, “In-Violet”, and “Moulin Rouge”.

Swede Savage and Dan Gurney raced identical factory-sponsored AAR (All American Racers) ‘Cudas in the 1970 Trans-Am Series. The cars qualified for three pole positions but did not win any Trans-Am races; the highest finish was 2nd at Road America.[citations needed]

A street version of the AAR ‘Cuda was produced, powered by the 340 cu in (5.6 L) “six pack” (three two-barrel carburetors) engine.

The Barracuda was changed slightly for 1971, with a new grille and taillights, seat, and trim differences. This would be the only year that the Barracuda would have four headlights, and also the only year of the fender “gills” on the ‘Cuda model.

The 1971 Barracuda engine options would remain the same as that of the 1970 model, except the 4-barrel carbureted 440 engine was not available; all 440-powered Barracudas had a six-barrel carburetor setup instead. The 426 Hemi remained available, and the Hemi-powered 1971 Barracuda convertible is now considered one of the most valuable collectible muscle cars. Only eleven were built, seven of which were sold domestically, and examples of these cars have sold for US$2 million.

In 1970 and 1971, the shaker hood and the Spicer-built Dana 60 rear axle were available. The shaker hood was available with 340, 383, 440-4bbl and 440-6bbl, and 426 Hemi engines. The heavy-duty (and heavy) Dana 60, with a 9¾ in ring gear, was standard equipment with manual transmissions and 440-6bbl and 426 Hemi engines, and was optional on those with the automatic transmission.

After another grille and taillight redesign in 1972, the Barracuda would remain unchanged through 1974, with dual headlights and four circular taillights. Big Block engines (383, 440, & 426 Hemi) were no longer offered; and the 318 was added to the ‘Cuda (BS) as the base engine. This continued through 1974 with the 340 being dropped in lieu of the HP 360.

As with other American vehicles of the time, there was a progressive decrease in the Barracuda’s performance. To meet increasingly stringent safety and exhaust emission regulations, big-block engine options were discontinued. The remaining engines were detuned year by year to reduce exhaust emissions, which also reduced their power output. There was also an increase in weight as bumpers became larger, and for 1973 doors were equipped with heavy steel side-impact protection beams. By 1974, only the 318 and 360 engines were available. Higher fuel prices and performance-car insurance surcharges deterred many buyers as the interest in high performance cars waned. Sales had dropped dramatically after 1970, and Barracuda production ended April 1, 1974, ten years to the day after it had begun.

1972 was a sad year for performance fans as the mighty Hemi and the 383 engines were retired because they couldn’t meet the new emission standards. The remaining engines had to be detuned and were now rated in net horsepower numbers, which on the surface seemed like a huge drop in power. Unfortunately, the top engine choice for the Barracuda was the 340 cid V8 and the convertible was no longer available.

Production:
‘Cuda Hardtop Coupe: 7,828

Engines:
318 V8 150 bhp.(SAE Net)
340 V8 240 bhp. (SAE Net)

Performance:
340/240: 0-60 in 8.5 seconds, 1/4 mile in 16 seconds.

The production Antara is a four-door, five-passenger crossover built on the corporate Theta platform, which also underpins the Chevrolet Equinox and the current Vue. Sister models to the Antara in other global markets include the recently unveiled Chevrolet Captiva and the Daewoo Winstorm.

The Antara will make its public debut this fall at the Paris Motor Show and will go on sale in Europe shortly after that, priced from around $34,000. Features include intelligent active four-wheel drive with electrohydraulic differential and stability control.

In Europe, Opel will market the Antara with a range of gas and diesel engines. When the vehicle heads to North America in late 2007, the engine lineup is expected to include a 140-horsepower DOHC 2.4-liter four-cylinder and a 224-hp DOHC 3.2-liter V6.

Unlike the Antara, which will be assembled in Korea by GM-Daewoo, the new Vue is expected to be built in Mexico.

What this means to you: Saturn’s new Vue will be truly global — engineered in Korea, built in Mexico and marketed in Germany.

The Opel Antara is a mid-size crossover SUV, which is based on the GM Theta platform. It is closely related to the Daewoo Winstorm (made in Korea by GM Daewoo, also sold as the Chevrolet Captiva), and shares the engine lineup with it, but has a different exterior and interior, as well as different exterior dimensions. The Antara is scheduled to be launched in the summer of 2007. In the UK, the model will be sold as Vauxhall Antara.

In Australia, this will be the top model of the Captiva lineup of the Holden brand, called Captiva MaXX. In the United States and Canada, the vehicle is known as the second generation Saturn VUE. In the Middle East, the vehicle is sold as the GMC Terrain[1]. In Mexico, it will be sold as the Chevrolet Captiva (unrealted to the European market version).

There is a new engine for the 2008 Opel Antara: a new 127 hp entry-level diesel engine. The 2008 Opel Antara Edition and Cosmo now come with Trailer Stability Assist (TSA) as standard and the 3.2 V6 Antara now comes with Automatic Leveling System (ALS) as standard.

The Antara was previously available with three engines: one 2.4-liter, 103 kW/140 hp, four-cylinder gasoline unit, one 2.0-liter 110 kW/150 hp common-rail turbo-diesel – the customers’ clear favorite – and one 3.2-liter V6 gasoline engine with 167 kW/227 hp, the top engine in the range. Opel now offers the 2.0 CDTI for the Antara and Antara Edition in a second, especially
economical variant with 93 kW/127 hp. Combined with the standard five-speed manual transmission, the efficient diesel unit with diesel particulate filter gives the elegant crossover an acceleration time of twelve seconds from zero to 100 km/h, and a top speed of 174 km/h.

To make the Antara even more attractive, Opel also enhanced its equipment: the Edition and Cosmo variants now both come with Trailer Stability Assist (TSA) as standard. This innovative system ensures that dangerous swinging when towing a trailer (due to side wind or a sudden turning)
is recognized quickly and reduced by electronic intervention. The Antara Edition now boasts a non-slip leather steering wheel and gear shift knob. The top Cosmo variant has heavily tinted heat-absorbing glazing in the rear. The Antara 3.2 V6 now comes with Automatic Leveling System (ALS) as standard, and the flat-folding front passenger seat is now a feature of the Edition and Cosmo packages.

The integrated carrier system Flex-Fix, familiar from the Corsa, is now also available for the Antara, making the Opel crossover even more versatile. The highly practical carrier system 2008 Opel Antara
stows away almost invisibly into the rear bumper. Just like other intelligent Opel systems such as Flex7 or FlexSpace, Flex-Fix also provides complete on-board functionality. So no parts need to be mounted or dismounted, and nothing need be stored away.

The integrated rear carrier can be extended easily and carry up to two bicycles or a specially designed transport box, which allows for an extra payload of up to 25 kilograms. The box has a capacity of 160 liters, is made from robust, watertight plastic and mounted with an integrated lock. The transport box is black ex works, but can be color-keyed by an Opel Service Partner.

Like oil and water, families and sports cars have typically been at odds with each other, neither one complementing the other with great success. Automobile manufacturers have struggled at length to find a solution that can accommodate enthusiast drivers, along with their children.

For people who dont want to sacrifice performance for pragmatism, Nissan may just have the ideal fusion of sports car performance and practicality. The Tone concept, which was displayed at this years Paris Motor Show, is a crossover hatchback cum mini-minivan, biased heavily toward those passionate about driving. While forecasting the future of crossover vehicles, even more importantly the Tone foreshadows a similar production vehicle available
for consumers as soon as 2006. Nissan may just have the ideal fusion of sports car performance and family hauling practicality.

When production of this vehicle begins, purchasers will be treated to one of the smallest Nissans in an expansive model range. This one, however, is definitely not short on style, pulling cues from the entire range of Nissan cars, sport utilities and previous concept vehicles. Nissan followed a strict regime of deliberate masculinity when designing the Tones interior, necessary to extract the stigma of the dreaded minivan. Some of the highlights of this change include real, brushed aluminum inserts featured on the semi-circular center console and the navigation display on the upper dashboard. In addition, the contoured, sport bucket seats with metallic-effect black, purple and silver leather trim belong in the sports car realm rather than in the minivan segment. Air vents that duplicate the styling of the front grille, while red LED mood lighting and a black and purple weave headliner set the interior apart – the latter matching the seating surfaces and exterior paint.

The Tones cabin is practical and efficient, ideal for running daily errands with the family. The rest of the Tones cabin is practical and efficient, more suitable for the family side of the transportation equation. A pair of wide-hinged doors allows easy access to the rear seating areas, while two oblong glass panels on the Tones roof follow Nissans recent unorthodox sunroof trend – the Maxima and Quest come immediately to mind – allowing the interior to be bathed in natural light. This helps to provide a sense of roominess in what is otherwise a predominantly dark interior; a nice, family-friendly feature. The Tone also comes with a built-in tissue dispenser and several hidden storage spaces, including a large cubby in the center console. If the standard trunk space isnt enough, the concepts rear seats fold,providing a flat space for extra storage along the floor of the trunk.

Like the Micra, not available in North America, the Tone uses Smart Key, which automatically locks and unlocks the car via proximity sensors, while preparing the car for ignition without the use of the key.

Aside from comfort and convenience, Nissan stylist Taiji Toyota (thats truly his name) has certainly addressed the issue of exterior styling in this sporty crossover. Attempting to convey an athletic character, Toyota included 17-inch alloy wheels, wrapped in low-profile rubber, complimented by a wide front and rear track.

The shape of the upright HID headlamps, which bulge above the fenders surface, is derived from the charismatic look of Nissans subcompact Micra. The roofline peaks just above the drivers window, another element of the design language carried over from the Micra in addition to a high window-line and short bumpers that seemingly integrate into the body.

Nissan seems proud of its own cleverness in past designs, as evidenced by the integration of a grinning, two-tier chrome front radiator grille, which is immediately recognizable as being partially derived from the Murano. Nissans Qashqai concept car, which had its debut in Geneva earlier this year, also had a direct influence on the Tones styling. Borrowed from the concept are several features, including the triangular shape of the rear windows, as well as the boomerang-style LED taillamps which wrap around to the roof. In the end, the design of the Tone is a refreshing change, especially for a segment that rarely produces anything particularly tempting when it comes to appearances.

Another breath of fresh air inherent in the Tone concept is less noticeable, its chassis architecture. Making clear its production intentions Nissans crossover is based on the recently introduced European-division B-segment platform, developed and shared by Nissan and Renault. The advanced chassis made its debut on the Renault Modus mini-MPV earlier this year, and will be used by Nissan to underpin the next generation of Micra subcompacts. In contrast to the Modus, which occupies the same market segment as the Tone, Nissans version is longer and larger than its French counterpart. At 159.6 inches in length, the Tone is roughly the same size as Toyotas Echo Sedan, but it features a massive 102.4 inch wheelbase, which is a mere 0.98 inches shorter than the X-Trail. Height, at 60.7 inches is quite low, to reduce the center of gravity in order to maintain ideal driving manners.

Though this spirited vehicle was exhibited for the first time as a concept car at the recent Paris Motor Show, Nissan officials have already given a production version the green light. It could be likely that we will see real aluminum in the cockpit, following in the tire tracks of bigger brother Murano, its highly unlikely the fancy silver and purple, weave-leather seating will make it to a showroom near you anytime soon. Nevertheless, the Tones overall cockpit design should carry over to production, with a few minor changes. The Tone will be built at Nissans Sunderland plant in England, home to the Micra and Primera, which was recently awarded the title of Europes most productive automotive assembly facility. Though production has been set for 100,000 units globally, dont get your hopes up as the U.S.A. isnt on the export list. Its unfortunate for us, as this vehicle might just be the car to provide the vision to other entry-level manufacturers of what the enthusiast driver truly wants: the utopian dream being a no-sacrifice-family-hauler. Whats unfortunate for Nissan is the fact that Mazda has already promised its upcoming 7-occupant Mazda5 mini-minivan will be coming to the U.S. next spring. Nissan may want to reconsider its position if the Mazda5 sees success.

According to project chief designer Taiji Toyota, Tone is: “…tall, but not so tall. We wanted a roomy interior and the benefits of a high driving position but we did not want to make the car look top heavy. With the long wheelbase and body we feel we have achieved a shape that will appeal on both a practical and emotional level.”

Tone has been given a deliberately ‘masculine’ feel with extensive use of brushed aluminium for interior fittings and a sophisticated dark grey exterior body colour. Inside, a hint of purple shows through the perforated ‘metallic’ black and silver leather upholstery while light grey headlining contrasts with the predominantly black trim.

Dramatically shaped sports seats are designed to keep the driver and front seat passenger firmly in place during cornering, enhancing the sporting concept and fun to drive philosophy which is at the heart of Tone.

Twin glass strips run the length of the roof – another feature seen on many recent Nissan show cars – and bathe the interior with natural light.

Accentuating its ‘driver appeal’, Tone has a dramatic and futuristic dashboard. Two deep set dials can be found behind the sporting three spoke steering wheel, but the centre of the dashboard is dominated by a brushed aluminium display panel housing a satellite navigation screen and controls for the climate control system.

Although designed as a car for the enthusiast, Tone’s designers have not forgotten the practical needs of a parent. The glove box features a neat slot that doubles as a tissue dispenser – ideal for keeping sticky fingers off the upholstery – while the brushed aluminium centre console-cum-armrest houses a deep storage area beneath its lid.

The backrest folds in an uncomplicated fashion to create a roomy and flat load area. Extra storage space can be found beneath the boot floor, which lifts to reveal a deep well, with a storage capacity of 90 litres, where valuables can be stowed out of sight.

Taiji Toyota, whose previous designs include X-TRAIL, Murano and the Chappo concept which led directly to the innovative Nissan Cube, says: “Tone is a dynamic, sophisticated car with strong emotional appeal that also answers a parent’s practical needs.

Like the Micra, not available in North America, the Tone uses Smart Key, which automatically locks and unlocks the car via proximity sensors, while preparing the car for ignition without the use of the key.

Aside from comfort and convenience, Nissan stylist Taiji Toyota (thats truly his name) has certainly addressed the issue of exterior styling in this sporty crossover. Attempting to convey an athletic character, Toyota included 17-inch alloy wheels, wrapped in low-profile rubber, complimented by a wide front and rear track.

The shape of the upright HID headlamps, which bulge above the fenders surface, is derived from the charismatic look of Nissans subcompact Micra. The roofline peaks just above the drivers window, another element of the design language carried over from the Micra in addition to a high window-line and short bumpers that seemingly integrate into the body.

Nissan seems proud of its own cleverness in past designs, as evidenced by the integration of a grinning, two-tier chrome front radiator grille, which is immediately recognizable as being partially derived from the Murano. Nissans Qashqai concept car, which had its debut in Geneva earlier this year, also had a direct influence on the Tones styling. Borrowed from the concept are several features, including the triangular shape of the rear windows, as well as the boomerang-style LED taillamps which wrap around to the roof. In the end, the design of the Tone is a refreshing change, especially for a segment that rarely produces anything particularly tempting when it comes to appearances.

Another breath of fresh air inherent in the Tone concept is less noticeable, its chassis architecture. Making clear its production intentions Nissans crossover is based on the recently introduced European-division B-segment platform, developed and shared by Nissan and Renault. The advanced chassis made its debut on the Renault Modus mini-MPV earlier this year, and will be used by Nissan to underpin the next generation of Micra subcompacts. In contrast to the Modus, which occupies the same market segment as the Tone, Nissans version is longer and larger than its French counterpart. At 159.6 inches in length, the Tone is roughly the same size as Toyotas Echo Sedan, but it features a massive 102.4 inch wheelbase, which is a mere 0.98 inches shorter than the X-Trail. Height, at 60.7 inches is quite low, to reduce the center of gravity in order to maintain ideal driving manners.

Though this spirited vehicle was exhibited for the first time as a concept car at the recent Paris Motor Show, Nissan officials have already given a production version the green light. It could be likely that we will see real aluminum in the cockpit, following in the tire tracks of bigger brother Murano, its highly unlikely the fancy silver and purple, weave-leather seating will make it to a showroom near you anytime soon. Nevertheless, the Tones overall cockpit design should carry over to production, with a few minor changes. The Tone will be built at Nissans Sunderland plant in England, home to the Micra and Primera, which was recently awarded the title of Europes most productive automotive assembly facility. Though production has been set for 100,000 units globally, dont get your hopes up as the U.S.A. isnt on the export list. Its unfortunate for us, as this vehicle might just be the car to provide the vision to other entry-level manufacturers of what the enthusiast driver truly wants: the utopian dream being a no-sacrifice-family-hauler. Whats unfortunate for Nissan is the fact that Mazda has already promised its upcoming 7-occupant Mazda5 mini-minivan will be coming to the U.S. next spring. Nissan may want to reconsider its position if the Mazda5 sees success.

According to project chief designer Taiji Toyota, Tone is: “…tall, but not so tall. We wanted a roomy interior and the benefits of a high driving position but we did not want to make the car look top heavy. With the long wheelbase and body we feel we have achieved a shape that will appeal on both a practical and emotional level.”

Tone has been given a deliberately ‘masculine’ feel with extensive use of brushed aluminium for interior fittings and a sophisticated dark grey exterior body colour. Inside, a hint of purple shows through the perforated ‘metallic’ black and silver leather upholstery while light grey headlining contrasts with the predominantly black trim.

Dramatically shaped sports seats are designed to keep the driver and front seat passenger firmly in place during cornering, enhancing the sporting concept and fun to drive philosophy which is at the heart of Tone.

Twin glass strips run the length of the roof – another feature seen on many recent Nissan show cars – and bathe the interior with natural light.

Accentuating its ‘driver appeal’, Tone has a dramatic and futuristic dashboard. Two deep set dials can be found behind the sporting three spoke steering wheel, but the centre of the dashboard is dominated by a brushed aluminium display panel housing a satellite navigation screen and controls for the climate control system.

Although designed as a car for the enthusiast, Tone’s designers have not forgotten the practical needs of a parent. The glove box features a neat slot that doubles as a tissue dispenser – ideal for keeping sticky fingers off the upholstery – while the brushed aluminium centre console-cum-armrest houses a deep storage area beneath its lid.

The backrest folds in an uncomplicated fashion to create a roomy and flat load area. Extra storage space can be found beneath the boot floor, which lifts to reveal a deep well, with a storage capacity of 90 litres, where valuables can be stowed out of sight.

Taiji Toyota, whose previous designs include X-TRAIL, Murano and the Chappo concept which led directly to the innovative Nissan Cube, says: “Tone is a dynamic, sophisticated car with strong emotional appeal that also answers a parent’s practical needs.

Through Fuga, Nissan proposes a new direction in luxury cars. Fuga’s sporty exterior suggests its superb dynamic performance, while the interior offers roominess unimaginable in the conventional concept of a sedan.

The interior abounds in Japanese imagery and is unified in a modern design taste. From the moment users enter the car, they are enveloped in a fine-quality atmosphere that also engenders expectations of stellar driving performance.

Fuga adopts the FM (Front Mid-ship) Package for new FR-L platform that has been highly acclaimed on the Skyline and the Fairlady Z for providing supple ride comfort together with sporty driving performance. Fuga’s design expresses an optimum blend of elements such as high-quality styling and superior aerodynamics while simultaneously achieving world-class safety performance.

Upon release in America, the Infiniti M45 was heralded as the return of the muscle car – a bizarre concept considering that this most compelling rear-drive V8 powered machine comes from nowhere near Detroit. It had, and still has the credentials to do hold up to this brawny image, a big burly engine, relatively large stature, handsome upright sedan exterior with clean-cut edges, long overhangs trimmed out with an intimidating, chromed grille. Sounds like a muscle car to me.

The body is essentially borrowed from the Japanese-domestic market Gloria and Cedric, but the M45 we know features a hulking 4.5 liter V8 that serves up a massive 340 horsepower. Whats more it is a wood-trimmed and leather-lined muscle car, fitted with the best of Infinitis accommodations. But despite its power and opulence
The compelling rear-wheel drive V8 powered Infiniti M45 was heralded as the return of the muscle car .
the Gloria/Cedric/M45 architecture has aged remarkably quickly with the introduction of other new large luxury sedans from Lexus, Mercedes-Benz and BMW, but also including the threat of Infinitis own G35.

Nissans response to these new rivals was recently unveiled at this years Tokyo motor show. And the Fuga might just be the car thats shapes the automakers future luxury face. From the outside, its stylists have penned an evolutionary theme to the structured and slightly boxy M45 design.
Keeping with design influences of the M45, the new Fuga concept concept continues the modernized muscle car theme.
The muscular attitude of the Fuga is expressed successfully by the use of heavily arched fenders that peak to a delta shape before flowing down to the bulging hood. The chromed, slightly bulbous grille has grown in size, and is thinly capped at its top and bottom.

This tasteful styling accent has also been reflected in trim lining the lower front valance, side trim and the arch that spans the roofline starting at the base of the A-pillars and ending at the rear fascia. It encloses the cars crystal-clear reverse lights as well. From this rear end view the new concept continues the modernized
The Fugas luminous bright blue headlights are very clever, nicely detailed and oh-so cool.
muscle car theme with a smooth roofline that ends with a swift drop to the cars flush rear bumper, highlighting integrated exhaust tips.

Its amazing how headlights can thoroughly transform the look of a car. The relatively plain, rectangular units featured on the M45 have been replaced with far more stylish, modern L-shaped polycarbonate units. Here, a display of Nissans engineering creativity is expressed in gatling-gun-style high-intensity discharge beams, similar to those featured on the Infiniti Q45/Nissan Cima, but one-upped by a dual-beam system that shines a luminous bright blue. With accent rings, and a design that would emulate the ideal death ray for a space science-fiction
The Fuga is built on a chassis thats racked up quite a list of awards while endearing a clear-cut following in its short existence, film, the Fugas beams simply stun driver and passengers amazed with their forward projection. Orange stripes of LED lights stretch from the base out to the headlamps edge, forming the turn signal lights: very clever, nicely detailed and oh-so cool. If, as the saying goes, the eyes are the windows to the soul, its headlamp clusters are a pretty good indication as to whats deep inside the Fuga.

The soul would be Nissan/Infinitis superb 340-hp 4.5-L 32-valve DOHC V8, ample for propelling the rear-wheel drive sedan to hyper speeds in the blink of a… headlight? The motor is one of the most powerful V8s in current production, and easily the most powerful standard engine in the midsize luxury class.

Controlling the power and torque is
A marvelous combination of high tech, high-end hand-crafted luxury is spread throughout the Fugas beautiful cabin.
a chassis thats racked up quite a list of awards while endearing a clear-cut following in its short existence. Using FM-L architecture, which stands for Front-Midship-Large, the actual engine location has been pushed back as far as possible to create greater overall balanced. Stretched to 194.1 inches in length, the FM-L is more or less an extended version of the platform shared with the Infiniti G35/FX35/45/Nissan 350 Z.

Details
Make     Nissan
Model     Fuga
Year Shown     2003
Event     Tokyo Motor Show
Designer(s)     n/a
Propulsion
Type     Petrol
Capacity     n/a
Dimensions
Vehicle Width (mm)     1850
Vehicle Length (mm)     4930
Seating Capacity     4
Performance
Top Speed     n/a
0-60     n/a

The full-size 2004 Nissan Pathfinder Armada, the newest member of Nissan’s diverse family of authentic sport utility vehicles, takes the Pathfinder name and reputation for innovation to a new dimension. Designed to be a full-size SUV for full-size lives, the Pathfinder Armada makes its world debut today at the New York International Auto Show. The new Nissan Pathfinder Armada will be available at 1,100 Nissan dealers nationwide beginning in fall 2003.

The Nissan lineup of SUVs now includes vehicles for practically every use or desire ? from the “everything you need, nothing you don’t” simplicity of the popular Xterra, to the versatile Pathfinder, to the “on-road adventurer” Murano, and now the powerful, roomy, eight-passenger Pathfinder Armada.

“The new Pathfinder Armada is designed for owners with active lifestyles, families that need all of the traditional full-size SUV strengths but who are looking for a higher level of style, rewarding features and the flexibility that encourages spontaneity and adventure,” said Bill Kirrane, vice president and general manager, Nissan Division, Nissan North America, Inc. “More than just a passive carrier for passengers and their cargo, Pathfinder Armada is a vehicle that allows ? and inspires ? larger-than-life moments.”

Expressive Exterior Styling

The new Pathfinder Armada offers a distinctive image, led by its advanced design concept. The combination of a long wheelbase and manageable overall length gives the Pathfinder Armada enhanced stability and handling, and a longer interior with plenty of cargo room – yet short front and rear overhangs for good maneuverability.

In researching the full-size SUV market, Nissan designers and product planners found that many SUV buyers are looking for fresh styling appearance beyond the current offerings in class.

“Along with improved driving dynamics and more functional flexibility, one of the key unmet needs of the segment is uniqueness and distinctiveness,” said Kirrane. “Buyers are ready for something new and different? not just another generic SUV.”

The Pathfinder Armada design starts with its wide stance, with the body gesture following from the tire sidewalls up. The headlights are straightforward but powerful, the hood massive yet refined. The sheer A-pillar design calls attention to the tight, tailored precision of the upper body with the B-, C- and D-pillars acting as a frame for the highly polished feel of the body structure. The tailgate has a substantial look without feeling heavy and the massive bumpers project the Pathfinder Armada’s strength and power.

Other exterior features include a standard body-color grille and chrome front door handles, dual power-adjustable heated chrome side mirrors (with puddle lamps on LE models), standard running boards, privacy glass for the 2nd and 3rd rows and available power rear liftgate, manual flip-out rear quarter windows (power-operated on LE models) and halogen headlights. All models are also offered with a standard proximity sensor system (back-up obstacle warning) in the rear bumper.

“From the stepped-up roofline and two-piece roof rack to the standard 18-inch wheels and tires, you get a strong sense of quality, style and individuality. There’s a familiar Nissan link without being a virtual copy of our other SUVs ? a freshness that we think will endure for a long time to come,” said Kirrane.

An Inspired Interior Design

Though the Pathfinder Armada is Nissan?s first full-size SUV, it follows in the tradition of other authentic Nissan SUVs in providing an interior environment designed for active families. Its advanced, ergonomic interior styling combines a modern appearance with traditional ruggedness.

Key to the Pathfinder Armada design concept is exceptional versatility, roominess and flexibility – including standard fold-flat 2nd and 3rd row seats, the most 2nd row leg room in the full-size, light duty SUV class, choice of 8-passenger seating or 7-passenger, ample cargo space behind the 3rd row seat, and a full-length overhead console with map lights, vents and available DVD Family Entertainment System.

In front, an 8-way power-adjustable driver?s seat and available 6-way adjustable front passenger?s seat provide a sense of comfort and luxury, while the fold-down front passenger seat features cup holders and a recessed “work area.” The large front console offers excellent storage capacity. Three 12-volt power outlets are located on the console and instrument panel for use with cellular phones and portable electronic devices.

The standard floor-mounted shifter (first in the full-size, light duty SUV class) adds a sporty appearance and enhanced shift control when towing. Also standard are adjustable brake and accelerator pedals with transmission interlock.

Seton leather-appointed seats (leather standard on LE, optional on SE) and a satellite-based navigation system with 7.0-inch LCD screen are also available. The standard full-length overhead console includes individual map lamps and ventilation outlets.

The 2nd row features a choice of a fold-flat 2nd row bench seat or available fold-flat 2nd row captain?s chairs with an innovative, removable 2nd row center console. The 2nd row leg room of 41.9 inches (best in the full-size, light duty SUV class) provides passengers room to ride in comfort, while an available DVD Family Entertainment System with two wireless headphones and remote control and 10-speaker Bose? audio system offers a variety of entertainment options. The Bose system’s dual media capability allows use of radio and CD at the same time (headphones must be used to listen to second audio source).

The fold-flat 3rd row seats are designed for easy operation and easy access. “In addition, a thoughtful design feature raises the 3rd row seats higher than the 2nd row to facilitate easier conversation and better visibility for the occupants,” said Kirrane.

There is also a large amount of storage space behind the 3rd row seat. With the 2nd and 3rd row seats folded down, the Pathfinder Armada offers a nearly flat floor. And, with the front passenger seat in the fold-down position, it is possible to carry items up to 10-feet in length with the rear liftgate closed. In addition to ample headroom, the 3rd row includes side storage bins and cupholders. The rear cargo area also includes ceiling and floor-mounted cargo hooks, while available accessories include a cargo net and cargo tray.

Up to 14 cupholders are available throughout the Pathfinder Armada, with some capable of holding 64-ounce size cups. Other storage areas include instrument panel side pockets, the center console main storage bin with side pockets, bottle holders in the front and side doors, and a driver?s seat rear pocket.

The Power To Pursue Big Adventures

The Pathfinder Armada is the most powerful Nissan SUV ever built. Utilizing an all-new platform, the Pathfinder Armada features a rugged, fully boxed high-strength steel frame for enhanced crash performance and long-term durability; an independent double-wishbone rear suspension designed for improved roominess, comfort and responsive handling; and an all-new 5.6-liter DOHC 32-valve Nissan Endurance V8 engine offering one of the highest standard horsepower/torque ratings in the full-size, light duty SUV class and the highest maximum towing capacity in class (when properly equipped) of up to 9,100 pounds.

The Nissan Endurance V8, which is assembled at Nissan’s advanced engine facility in Dechard, Tenn., is shared with the all-new Nissan Titan full-size pickup. Nearly 90 percent of the engine’s impressive torque is available below 2,500 rpm ? where it’s needed for hauling, towing or slow-speed off-road driving.

The engine’s advanced design includes features such as an aluminum engine block with cast iron cylinder liners, chain-driven dual overhead camshafts with silent single-stage timing chain, microfinished forged steel crankshaft and microfinished camshafts, molybdenum-coated pistons and electronic drive-by-wire throttle for precise control.

An electronically controlled 5-speed automatic transmission with tow/haul mode is standard on every Pathfinder Armada. The transmission utilizes a unique gear set chosen specifically for use in high torque situations, along with an advanced torque converter design for improved fuel economy and an advanced powertrain management program for improved shift quality. The tow/haul mode revises the shift pattern when towing and hauling.

Pathfinder Armada models equipped with the towing package also receive a higher axle ratio and a transmission temperature gauge. Other tow package equipment includes a receiver hitch, heavy-duty radiator, additional 7-pin wiring harness plug, trailer brake pre-wiring, heavy-duty battery and rear suspension air levelizer.

The new Pathfinder Armada’s off-road credentials are equally impressive, with 4-wheel drive models featuring an advanced full-time automatic control system. Utilizing all-wheel drive technology derived from Nissan?s world-class Skyline GT-R sports coupe (rather than less sophisticated truck-based systems), the Pathfinder Armada 4WD system is designed to instantly distribute torque to all four wheels whenever road conditions warrant (up to 50 percent can go to the front wheels on demand), resulting in optimal traction with improved fuel economy and enhanced cornering capability.

The two-speed electronic transfer case allows the driver to select between auto, full-time 4-wheel drive and 4-Lo. The crawl ratio in 4Lo is among the best among competitors, providing enhanced low speed driving force and hill descending ability. Under normal driving conditions, 4WD Pathfinder Armadas operate in two-wheel drive mode.

The Pathfinder Armada?s Anti-lock Braking System (ABS) includes standard off-road tuning for improved braking on loose gravel. There is also a high ground clearance (9.8 inches for 2WD models 4WD models). Heavy-duty skid plates (oil pan, fuel tank and transfer case) are available as part of the Off-Road Package. The Off-Road Package also includes Rancho? off-road performance shocks.

While the Pathfinder Armada is well equipped for rugged activities, it is equally capable of tackling everyday driving tasks with comfort and style. The standard all-steel front double-wishbone suspension with coil-over shock absorbers and stabilizer bar is matched with a responsive independent double-wishbone rear suspension.

Along with compliant handling, the rear suspension design also provides a high ride quality for 2nd and 3rd row passengers and maximizes rear interior space by minimizing the intrusion of suspension components into the interior compartment.

A rear air leveling system (available with towing package) provides improved handling stability and ride comfort when towing or carrying heavy cargo. The system, which automatically adjusts the air pressure in the suspension bladders, helps maintain a uniform ground clearance and departure angle when towing or when carrying heavy cargo.

Other key platform components found on every new Pathfinder Armada include engine speed-sensitive power-assisted rack-and-pinion steering and 4-wheel disc brakes with Bosch Anti-lock Braking System (ABS) with Electronic Brake force Distribution (EBD) and Brake Assist (BA), Vehicle Dynamic Control (VDC) system with Traction Control and Tire Pressure Monitor System (TPMS).

BSW Conti-Trac SUV 265/70R18 tires (the largest standard tire in class) are offered with standard aluminum-alloy wheels (5-spoke on SE, 6-spoke on LE models), while off-road package equipped models feature P285/70R17 BF Goodrich Rugged Trail All-Terrain tires on 17×7.5J 7-spoke aluminum-alloy wheels. A standard 29-gallon fuel tank provides an excellent driving range.

An Emphasis on Advanced Safety Technology

The new Pathfinder Armada offers an extensive list of standard and available safety features, including standard roof-mounted curtain supplemental air bags that help provide rollover and side-impact protection to all three rows and standard side-impact supplemental air bags (seat mounted).

Every Pathfinder Armada also features Nissan’s Advanced Air Bag System (AABS) with dual-stage front supplemental air bags with seat belt sensors and a front passenger occupant classification sensor, 3-point front seat belts with pretensioners and load limiters, 3-point seat belts for all rear seat occupants (including center position), LATCH (Lower Anchors and Tether for CHildren) child seat anchor system and Zone Body construction with front and rear crushable zones.

A Wide Range of Models and Equipment

The new Pathfinder Armada will be offered in Pathfinder Armada SE, Pathfinder Armada SE Off-Road and Pathfinder Armada LE models in both 2-wheel and 4-wheel drive. A number of optional packages are available to allow buyers to tune their vehicles to their exact needs and desires.

The SE model, like all Pathfinder Armadas, starts with the 5.6-liter Nissan Endurance V8, 5-speed automatic transmission, 4-wheel independent suspension and fold-flat 2nd and 3rd row seats. Key SE features include a body color grille, P265/70R18 tires on 5-spoke aluminum-alloy wheels, 8-passenger seating and full-length overhead console.

The Pathfinder Armada SE Off-Road model adds equipment specially designed for enhanced all-terrain capabilities, including Rancho? performance shock absorbers, a lower final gear ratio (3.357:1), P285/70R17 BF Goodrich All-Terrain tires mounted on unique “off-road” style aluminum-alloy wheels, fog lamps and three skid plates.

The Pathfinder Armada LE adds a higher level of luxury appointments, including a chrome grille with black mesh insert, 2nd row bucket seats with removable center console, leather-appointed seats and board-type running boards.

Available equipment packages include SE Bose Advantage Package, SE Leather Premium Package, SE/SE Off-Road Expanded Sunroof Package, SE Journey Package and SE Off-Road Adventure Package.

Pathfinder Armada LE packages include the LE 2nd Row Split Bench Seat Package, LE Upgrade Package, LE Expanded Sunroof Package and LE Technology Package with power liftgate and navigation system with 7.0-inch LCD screen.

A pair of function packages are also offered: the DVD Family Entertainment System with rear display, center console video port, two wireless headphones and DVD changer, and the Big Tow Package (SE only) with rear suspension levelizer and other special towing equipment.

Eight exterior colors are offered: Blizzard (white), Galaxy (black), Coolness (silver), Smoke (dark silver), Copper, Deep Water (blue), Sedona (red/brown) and Canteen (green). Interior color combinations include Sand/Sand, Graphite/Titanium and Steel/Titanium.

“The all-new 2004 Pathfinder Armada enters the full-size SUV market with a proud heritage and a laser-like focus on innovative solutions to customer needs,” said Kirrane. “Its standout design, unique features, advanced performance and safety technology, built on a foundation of exceptional performance, create in the Pathfinder Armada a vehicle that’s ready for anything ? a worthy flagship among Nissan’s full line of adventurous SUVs.”

With the recent introduction of its first full-sized SUV, the Pathfinder Armada, Nissan now has a comprehensive sport-utility lineup. But, other than part of its name and high-mounted rear door handles, the Nissan Pathfinder Armada has nothing in common with the familiar Nissan Pathfinder. Why the “Pathfinder” in its name when it shares more with the recently-introduced Titan full-sized pickup truck?

That just seems to be the Nissan way – when a new vehicle debuts, Nissan leverages the name of an existing one. The first Altima, over a decade ago, was officially the Stanza Altima, replacing the previous Stanza. The “Stanza” part of the name was quickly discontinued.

Expect the same of the (Pathfinder) Armada – but the smaller Pathfinder lives, with the next generation debuting for 2005, and based on the Armada platform. And the “Armada” name? While it sounds menacing and macho, in keeping with the image of a large SUV, it is a plural word. Webster defines it as “1: a fleet of warships 2: a large force of moving things (as vehicles).” “Armada” means “Navy” in Spanish-speaking countries, but the word is most familiar to Americans from European history as the Spanish Armada, soundly defeated by the British in 1588. Presumably, if the Armada is sold in the United Kingdom it will be under another name…. So, to say “The full-sized sport-utility class has just been attacked by an armada of Nissan Armadas” is perfectly correct.

Nissan was late to the full-size SUV market, but did its homework when designing the Armada. It has the power, comfort, and features demanded by today’s SUV buyers. While the Armada is based on the Titan platform and uses the same 5.6-liter V8 engine and five-speed automatic transmission, it is not merely a pickup with a full-length body. The Titan’s leaf-sprung solid rear axle is replaced by a coil-sprung independent rear suspension, for improved ride and handling characteristics and more interior space. Both trim levels, SE and LE, are very well-equipped, with the LE adding luxury appointments. A fold-flat third-row seat is standard, with a second-row bench or captain’s chairs available. Both rear- and four-wheel drive versions are offered, with a heavy-duty off-road package available.

I’ve just finished a week with an almost fully-equipped 4×4 Armada LE. I can easily forgive Nissan for the strange naming, for the Armada is an exceptionally comfortable and capable truck. Nissan’s stated goal was to build something that was “not just another generic SUV,” and the Armada is definitely not generic.

APPEARANCE:
SUVs are squarish, boring, two-box designs, right? Perhaps a bit of flash and filigree is added, but boxes are boxes. Except if the SUV is a Nissan Armada. While it broadly fits the two-box mold, the boxes are modified with a well-raked windshield and a prominent arch over the doors. The effect is high-tech stagecoach. Add the bold front and hood styling, shared with the Titan, and the Titan’s blistered fender flares, and this is a vehicle that stands out from the crowd.

COMFORT:
Space, style, and versatility are reasons to buy a sport-utility, and the Armada scores well in those categories. If its interior is not the absolute largest in its class, it is big enough to hold seven or eight people in comfort, with convenience for all. The front buckets provide good support and comfort. The driver’s seat is power-adjustable in all models, with a power passenger seat available. The driving environment is very good, with a tilt-adjustable steering wheel and power-adjustable pedals to allow the perfect driving position. Instrument panel design, while ultramodern, with more in common with an upscale sedan than a truck, does not sacrifice function to style. Storage spaces abound, with a large glove box and door pockets complemented by a huge center console with open and locking closed storage. Second-row captain’s chairs are standard in the LE and optional in the SE, with a bench available in the LE. Second-row is not second class, with best in class legroom. Headroom is good, too. The Armada is wide enough that three adults should be able to fit in the bench. My test vehicle had the reclining captain’s chairs – which come with a large console, almost a twin to the one in front. It can be removed, and each second-row seat has flip and fold or full tumble functions for third-row access or cargo ability. The third row will hold three medium-sized people. It easily folds flat into the floor when not needed, and so does not have to be removed by a weightlifter. Second- and third-row passengers have storage spaces and cupholders; a DVD entertainment system is optional. Luggage capacity with the third row up is tight, but no worse than in other short-wheelbase full-size SUVs. An optional remote-control tailgate adds convenience.

SAFETY:
Three-point safety belts are provided for all seating positions, and the Nissan Advanced Airbag system includes front-row side protection bags and supplemental roof-mounted curtain airbags that provide side-impact and rollover protection for all three rows. Four-wheel antilock disc brakes are enhanced by a standard vehicle dynamic control system.

ROADABILITY:
Like many a modern car or crossover SUV, the Armada’s wheels are pushed toward the corners for better space utilization. But it’s no lightweight (in all meanings of that word) wannbe urban poseur vehicle. With body-on-frame construction featuring a rigid, fully-boxed frame and fully-independent suspension, it’s a very capable, very serious truck. Its relatively long wheelbase and wide track enhance stability and comfort. The independent rear suspension is not the most unusual specification – the available four-wheel drive system, while of the off-road serious dual-range variety, is not your basic truck fare. Featuring rear, automatic all-wheel drive, four-high, and four-low ranges, it is based on the sophisticated, high-performance system used in the Nissan Skyline GT-R. I kept my test truck in “4-auto” most of the time, and with that and a good suspension calibration aided by the damping effect of huge P265-70 SR18 tires, it was as maneuverable and sure-footed as could be expected from a 5300-lb truck. Chassis and body rigidity not only help the ride and handling, they also help decrease noise levels. And the Armada LE is a luxuriously quiet and comfortable vehicle.

PERFORMANCE:
Nissan’s muscular twincam aluminum alloy 32-valve 5.6-liter V8 makes 302 horsepower at 4900 rpm and 385 lb-ft of torque at 3600 rpm. It pulls strongly from a standstill, which should please the towing crowd, as should the Armada’s 9100-lb towing capacity. A smooth, quiet, and quick-shifting five-speed automatic transmission gives it a near-luxury ambiance, although the engine note is more muscle car. Acceleration, at seven seconds to sixty mph, is muscle car, too. I found fuel economy, at between 14 and 15 mpg average, to be typical for a vehicle of this mass and power.

CONCLUSIONS:
Nissan Armada invades full-size SUV class. Details at 11.

SPECIFICATIONS
2004 Nissan Pathfinder Armada LE 4×4

Base Price $ 40,600
Price As Tested $ 45,150
Engine Type dual overhead cam 32-valve aluminum alloy V8
Engine Size 5.6 liters / 341 cu. in.
Horsepower 305 @ 4900 rpm
Torque (lb-ft) 385 @ 3600 rpm
Transmission 5-speed automatic
Wheelbase / Length 123.2 in. / 206.9 in.
Curb Weight 5327 lbs.
Pounds Per Horsepower 17.5
Fuel Capacity 28.0 gal.
Fuel Requirement 87 octane regular unleaded gasoline
Tires P265/70 SR18 Goodyear Wrangler SR-A
Brakes, front/rear vented disc / solid disc, antilock, brake assist, electronic distribution standard
Suspension, front/rear four-wheel independent by double wishbones and coil springs
Ground Clearance 10.69 in.
Drivetrain front engine, full- or part-time four-wheel drive

PERFORMANCE
EPA Fuel Economy – miles per gallon city / highway / observed 13 / 18 / 14
0 to 60 mph 7 sec
Towing capacity 9100 lbs.
Payload 1693 lbs.

Dearly beloved, we are gathered here to honor the Acura RSX, whose life was cut short by overlapping products and muddled brand identity. Since 2002, this, the US version of the fourth generation Honda Integra, has enjoyed strong consumer support and numerous awards from erstwhile auto critics, including two consecutive year’s on Car and Driver’s 10Best list. But we are not here to debate the value of ad-sponsored gongs or mourn the passing of a beloved automobile. We are here to celebrate a life well lived.
Until it ceased production this summer, the Acura RSX was an upgraded seventh generation Civic coupe. To differentiate the two models, Acura’s brandgineers gave the RSX a lower and wider stance than its Honda counterpart. It also blessed the RSX’ snout with a vertical crease, bisecting the model’s nose from bumper to windshield, forming an aerodynamic point. The model’s steeply raked windshield starts an arc that terminates down the rear of the steeply raked rear window. The lift back design reveals the RSX for what it is: a longish three-door hatchback. Overall, the RSX’ clean and uncluttered looks lacked both brand identity and charisma, a lethal combination (ipso facto).

Once inside, Steve Jobs himself would applaud the RSX’ no-brainer ergonomics. The car’s curved dash pod is blissfully, elegantly Spartan; free from the infestation of dials and buttons, bells and whistles that clutter most new cars. You get three Playskool knobs for your climate control, a few glove-friendly radio buttons for your BOSE blaster, a hazard switch and that’s all she wrote. Also delightfully absent: in-dash GPS, car phone, onboard computer and all the other electronic tchotchkes that distract enthusiasts from the art of driving.

The top of the RSX’ dash is lined with a substance of uncertain origin called “textured titanium.” While the dashboard’s clothing isn’t particularly attractive or sporty-looking, props to Acura for deploying a material that hasn’t [apparently] been pumped from beneath Saudi sand or peeled off the butt of a dead cow. The front seats hug driver and passenger. The rear chairs are inescapable invitations to experiment with yoga; anyone taller than five feet will find themselves craning for comfort. I can’t imagine that many RSX buyers are overly concerned about cargo, but with seats up, the Acura can stash more stuff than a Mitsubishi Eclipse or Scion tC.

A suave demeanor and a thick Russian accent masked the enthusiasm of my Acura guide, Serguei. But his love for the coupe became evident the moment he hurled the RSX through a cloverleaf interchange. (He may not have many RSX left to sell, but sell them he does.) Once we made the changeover, the RSX’ thick steering wheel inspired immediate confidence. The variable power assist rack-and-pinion steering is razor sharp, delivering precise information on the front hoops, and outstanding control of same.

The coupe’s light curb weight (2734 pounds) and sport-tuned suspension (McPherson struts in front, double wishbone at the back) give the RSX superb flickabilty. The car stays flat through the corners, yielding moderate and predictable understeer when pushed. Yet the progressive-rate rear shocks float over small bumps without harshness, with the all-season 16’s delivering daily driver compliant comfort.

That said, there is no question whatsoever that this is the high-strung member of the Acura family. To wit, the RSX’ 2.0-liter engine produces 155hp @ 6500rpm. That may be as nothing to the Type-S’ sky-high 8100rpm redline, but caning the RSX involves regular forays to the iVTEC powerplant’s penthouse. Meanwhile, torque steer is virtually non-existent; there’s not enough torque to pull the helm sideways. In other respects, the RSX’ smooth-spinning mill is impressive in the typical Honda fashion, achieving Low-Emissions Vehicle (LEV-2) standards while traveling 27 miles per gallon in the city and 34mpg on the highway.

The RSX’ brakes are its biggest disappointment. The four-wheel disk ABS-controlled binders tell the right story on paper. In practice, they struggle to get the job done. Under emergency stops, the left and right ABS channels do not appear to be synchronized, creating a disconcerting Jitterbug vibration. Pistonheads would be well advised to factor-in the price of a major brake upgrade when considering an RSX.

As is, the RSX is the perfect car for a driver that wants a sports car without a lot of horsepower (e.g. unmarried people that gravitate to careers that involve chalk and erasers, white shoes or telephone headsets). Rumor has it that the RSX may not be the last Acura to dabble in the sub-$30k segment. Although nothing has been officially announced, only a couple of model years are likely pass before Acura produces another small coupe. Acura is sure to festoon any new model with a raft of techno-baubles that blight the TL, which were artfully absent in the RSX. Until then, RSX RIP.

Acura used to be the place to go if you wanted a quicker and slicker Honda. But since Honda brought out its formidable S2000 roadster last year, the waters have been muddied somewhat.

Now the Integra — formerly the apex predator of the Acura line — has been replaced by a new model called the RSX. It’s a zippy little thing, especially when armed with the new six-speed manual transmission and optional 200-hp engine, but it’s still outclassed (and outgunned) by both the 240-hp S2000 and its own stablemate, the 260-hp CL Type-S coupe.

Previously, the Integra was  not only the hottest Acura, especially in Type R form, it was also the one to be coveted. The new RSX Type-S, while on paper packing more heat than the old Type R (200 hp vs. 195 for the old car) is not at the top of Acura’s lineup, and really is more of a commuter with some punch than a knife-edged runner like the old Integra was.

Like Elvis in the ’70s, the ‘02 RSX Type-S is a little more glitzy, a tad less spontaneous and  unpredictably explosive than the original. It’s also offered only as a hatchback coupe — a decision that may come back to haunt Acura.

2002 Acura RSX Type-S
Base price range: $23,170
Engine: 2.0-liter four-cylinder, 200 hp
Transmission: Six-speed manual, front-wheel-drive
Wheelbase: 101.2 in
Length: 172.2 in
Width: 67.9 in
Height: 55.1 in
Curb Weight: 2766 lb
EPA (cty/hwy): 24/31 mpg (six-speed manual)
Safety equipment: Dual front airbags, side airbags, ABS
Major standard features: 200-hp engine with variable valve timing, six-speed manual transmission, leather sport buckets with lumbar support, brushed aluminum accents, climate control, premium Bose audio w/seven speakers and six-disc CD autochanger, power windows, locks, cruise and rear wiper
Warranty: Four years/50,000 miles

Audi is launching a fascinating new model series for its entry into a highly emotionally charged segment of the market: the A5 successfully unites the acclaimed Audi design language and thrilling dynamic driving performance, and combines generous refinement with the brand’s characteristic quality and sophistication. Its progressive design gives the new coupé an appearance that is both elegant and dynamic. With its muscular FSI and TDI engines, its entirely newly developed high-precision running gear, and a raft of innovative, luxury-class equipment features, the Audi A5 has been crafted to be a modern grand tourer, a touring coupé in the best tradition.

The Audi S5 is an extra sporty offering to complete the new series. A powerful V8 FSI engine gives the S5 a dynamic edge, which underscores its athletically accentuated design. The A5 and S5 are available to order from 6 March 2007 with the first vehicles due for delivery from June.

The Nuvolari quattro concept car of 2003 gave a first taste of Audi’s vision for a powerful and expertly styled coupé with a high performance potential and a progressive, sophisticated design – a bold step into the future.

Many elements from the Nuvolari have been adopted in the Audi A5. The new coupé is a clear and unique statement of sportiness and elegance. At the same time, the A5 offers a driving experience characterised by exhilarating dynamic performance and excellent comfort over long distances.

With a length of 4.63 m, the Audi A5 clearly belongs to a superior class of coupé. Four comfortable seats and a load volume of 455 litres make this car a comfortable long-distance tourer. The dynamic performance is supplied by FSI and TDI engines with rated power ranging from 125 to 195 kW (170 to 265 bhp). All engines share highly eco-friendly and efficient characteristics.

The engines’ power can be transmitted by either front-wheel drive or quattro four-wheel drive and a six-speed manual or automatic gearbox. The running gear developed for the A5 is entirely new and combines agile handling with the utmost driving safety.

The design

For coupé buyers, emotion plays a major role in their choice of car; the most important reason to buy, in the case of a sporty two-door car, is the design. And on that point the Audi A5 genuinely speaks for itself – its design takes Audi’s progressive and stylish design language to new heights. The sporty silhouette, the precisely drawn lines, which gracefully interplay with the powerful surfaces, the expressive front face, and the equally distinctive tail end yield a wholly desirable coupé. ‘The Audi A5 is the most beautiful car I have ever designed’, says Walter de’Silva, Head of Volkswagen Group Design, with absolute conviction.

Sportiness, elegance and dynamic performance are characteristics common to all of today’s Audi models. Naturally the A5 is particularly rich in these elements of the Audi ‘genetic code’, and the design makes that immediately clear: the coupé’s proportions, for instance, are characterised by a very wide and low stance, a short front overhang and a long, flowing transition from the C pillar to the tail end.

Lines and surfaces play with light and shadows

An expression of determination characterises the features of the front end: the face bears the hallmark of the new Audi in the form of the single-frame grille, and its right-angled headlights and large air inlets reinforce the architectural impression of breadth in the car’s face-on outline. The same holds true for the rear: the distinct horizontal lines and wide, powerfully styled tail lights, which seem to push outwards, underscore the sporting intent of the A5.

The side line is dominated by the mighty trapezoidal C pillar. This not only emphasises the car’s sporty appeal, but also creates a look reminiscent of the legendary Audi Ur-quattro.

A second stylistic tribute to Audi’s four-wheel drive pioneer model can be found in the marked outline of the wheel arches, with their curving contours drawn into the wide shoulder line. The lines and surfaces of the Audi A5 play with light and shadows, bringing its shape to life and endowing the body with the sculpted intensity that makes Audi design unique.

Audi’s customary devotion to detail is particularly evident in the headlights: their elaborate styling perfectly reflects precision and high-tech engineering. The daytime running lights, comprising a strip of eight LEDs on each side, make the A5’s xenon plus headlights absolutely unmistakeable.

The interior,the luxurious perfection of an Audi

The interior, the interface between person and vehicle, is characterised by ergonomic design and functionality, and equally by the exclusiveness of the materials selected and Audi’s typically superb build quality. An atmosphere in which you feel perfectly at ease, even on long journeys – that is the key feature of the A5 interior.

Making interior design a high-quality tactile experience

The entire cockpit architecture is clearly focused on the driver and brings together the instruments and the centre console to form one unit. The animated shapes, the precision of the workmanship, and the sophisticated design of the controls – these represent a visual delight that is also a joy to touch. The interior design provides a high-quality tactile experience each time you drive the Audi A5. One example of the all-encompassing design approach can be found in the door panel trim, where the controls, inlays, armrest and stowage compartment combine to form one visually harmonious unit.

The instrument panel, with the characteristic droplet-shaped surrounds for the speedometer and rev counter, does feature typical Audi styling elements, but in all its details has been developed as a new design.

The A5 also has the screen of the MMI operating system positioned at an ergonomically perfect high position in the cockpit. A new advanced version of the acclaimed intuitive MMI operating logic makes the wide range of functions easy to understand.

Key with a sharp memory

The new key is another design item that also provides sophisticated functionality. With its soft contours and pleasant surfaces it sits beautifully in the hand. But above all, the innovative key dispenses with the conventional key bit. This is possible because it communicates electronically with the vehicle’s electrical system as soon as it is inserted into the cockpit. It can also store important information, such as the vehicle’s current mileage or warning messages from the Audi A5’s driver information system. The data are always up-to-date and available to allow after-sales staff at a dealership to receive the vehicle for servicing quickly and easily.

The engines

A coupé with a distinctly sporty character requires powerful and highly efficient engines. For the Audi A5, power is provided by innovative technologies across the board. All engines supplied for the new model series feature direct fuel injection, for which the petrol engines employ the FSI concept and the diesels are equipped with common rail TDI. This gives all engines a thrilling free-revving character, allowing them to effortlessly unwind their generous torque with optimum energy efficiency. The refined TDI engines with their outstanding sporting talents suit the A5 just as well as the petrol units. Which type to go for is entirely a question of the driver’s personal preference. All of the engines impressively demonstrate that efficiency and driving pleasure are by no means mutually exclusive.

FSI – The high-tech engine with variable valve lift

The top-of-the-range petrol engine in the Audi A5 is a new 3.2-litre FSI with innovative valve gear comprising the Audi valvelift system. This innovation varies the valve lift between two levels. To achieve this, sets of sliding cams are mounted directly on the intake camshafts. These feature two sets of adjacent cam contours for small and large valve lift. Which cam is used to open the intake valves depends on the power demand at any one time.

The effect is an appreciable increase in engine efficiency. The driver benefits from greater power and improved driveability, while enjoying a marked reduction in fuel consumption. At the wheel of an Audi A5 3.2 FSI there is a whole 195 kW (265 bhp) of power output available and a superb torque of 330 Nm in a broad rev band of 3,000 to 5,000 rpm, ensuring blistering acceleration at all times. Within 6.1 seconds the 3.2 FSI quattro with manual six-speed gearbox sprints from 0 to 100 km/h. The top speed is limited to 250 km/h. Despite this thrilling performance potential the car’s fuel consumption is only 8.7 litres per 100 kilometers (3.2 FSI multitronic).

The all-new high-tech four-cylinder unit in the Audi A5 also does full justice to Audi’s reputation for leading engine technology. The 1.8 TFSI, delivering 125 kW (170 bhp), will be available from autumn 2007. It combines turbocharger technology with petrol direct injection and provides a burst of acceleration and pulling power unrivalled in its class from virtually every rev band. Just as it did with its TDI engines, Audi has accomplished a pioneering feat of engineering with its turbocharged petrol units, taking spark-ignition engines to a new dimension in fuel consumption and driveability.

Thanks to a whole raft of technical innovations in the petrol engines, their fuel economy has been significantly improved, thus yielding a marked reduction in CO2 emissions.

TDI – Impressive performance combined with exemplary eco-friendliness

The V6 TDI units from Audi set the standards in their segment. Their copious torque and outstanding fuel economy accompanied by superb refinement mean that they score highly on all counts. In addition to all this, they offer eco-friendly performance that is hard to beat. The TDI engines fitted in the Audi A5, for instance, are equipped with a diesel particulate filter as standard.

The sporty top-of-the-range TDI in the new Audi coupé is the thoroughly revised 3.0-litre engine. It now delivers a power output of 176 kW (240 bhp) and its maximum torque is an immense 500 Nm. But that is not all: with its supreme 0 to 100 km/h acceleration time of 5.9 seconds and a top speed of 250 km/h, the Audi A5 3.0 TDI quattro is one of the sportiest vehicles of its kind. Added to this, it also offers an average fuel consumption of just 7.2 litres per 100 km!

The second TDI engine in the Audi A5 range offers even better fuel economy. The 2.7-litre V6 engine delivers 140 kW (190 bhp) and is an ideal complement to the multitronic gearbox for the comfort-minded coupé driver. Nevertheless, its performance figures are more than impressive: it offers a top speed of 232 km/h with an average fuel economy of 6.7 litres per 100 km. On top of that, its acceleration time of just 7.6 seconds confirms the sporty credentials of this version of the Audi A5.

The Audi A5 2.7 TDI multitronic is equipped with front-wheel drive, while the 3-litre TDI with manual gearbox constantly supplies power to all four wheels. As in numerous other Audi models, the quattro permanent four-wheel drive in the Audi A5 enhances driving dynamics by distributing 40 percent of engine power to the front axle and 60 percent to the rear axle at its basic setting. The system adjusts the power distribution depending on the situation and road surface grip.

In the standard specification, the Audi A5 powertrain features a six-speed manual gearbox with sporty ratios. This gearbox offers uniform short gear lever travel and smooth, easy gear changes.

The continuously variable multitronic automatic gearbox, which offers unparalleled power transmission comfort, is available in conjunction with the 3.2 FSI and the 2.7 TDI engines. At the same time its high efficiency and tall maximum transmission ratio make it very economical on fuel, since it operates in the most efficient range at all times. Whenever the driver prefers a more sporty driving style, the gearbox can be switched to a manual mode with eight set speeds.

Precise instruments for agile handling

Even when stationary, the Audi A5 makes a dynamic impression: the wide track, large wheels and short overhangs not only characterise its muscular appearance, they also form part of the formula that produces its peerless active driving feel. The Audi A5 coupé defines the new standard in its class for precise steering response, outstanding directional stability and superb agility, while also offering first-class ride comfort.

The Audi engineers have achieved this with a completely new design of running gear: the front wheels are located by a five-link suspension arrangement with upper and lower wishbones. The wishbones are mounted on a subframe, which is firmly bolted to the body for high rigidity. Another completely reengineered component is the rack and pinion steering. It is located in front of the front axle close to the wheel centre line, and enhances the car’s very agile handling by its direct transmission of the steering forces.


Long wheelbase, short overhang

Overall, the front axle is located a long way forward for a longitudinal engine configuration with front- and four-wheel drive. This new vehicle architecture makes it possible to have a long wheelbase with a short front overhang, and to optimise the axle load distribution. These are all additional elements that enhance the supreme handling qualities of the new Audi A5. To accomplish this special design, the engineers used a trick adopted from the Audi A8: the front axle differential is located in front of the clutch.

A key element of the rear running gear is its trapezoidal-link rear suspension with completely new kinematics. It provides a high degree of ride comfort combined with excellent directional stability. At both the front and rear, the main components of the suspension are made of aluminium. The generous dimensions of the brakes are designed to match the car’s high performance ratings. The braking force can be precisely modulated and the kinematics of the new rear suspension significantly reduce the so-called braking dive effect.

The standard electromechanical parking brake, familiar from the A8 and A6, is activated via a button next to the gear lever. The A5 is also available with the option of Audi hold assist: this ensures that the car cannot accidentally roll back after stopping on a hill.

The body

The Audi A5 is nothing if not generous to its driver and passengers. Its generosity begins with its luxurious spaciousness – not just for the front row. On the rear seats, too, the A5 is a full-size touring car. Likewise, with a luggage compartment volume of 455 litres, there is always space left over for a bit of extra shopping, even on a long tour. The loading width of one metre allows easy stowage of large items of luggage, and even well-filled golf bags will fit widthways into the Audi A5 boot. The rear seat folds in two separate sections, and can be released conveniently from the boot.

The extremely high bodyshell rigidity, typical of an Audi, provides the basis both for the car’s crisp handling and its agreeable feeling of solidness and comfort. In the development of the A5 the engineers have successfully combined supreme sporty performance and agility with outstanding vibrational comfort. Its lightweight body construction was achieved using the latest technologies, such as metal plates with varying wall thicknesses (tailored blanks), combined spot welded and bonded joints, and the use of aluminium, for example, in the front wings.

The smooth surfaces of the additional underbody panel enhance the Audi A5’s inherently good aerodynamics. One small but typical example of the extensive high-precision work carried out in the wind tunnel can be seen in the spoilers moulded into the sides of the tail lights.

Luxury class high-tech features

Where equipment is concerned, the Audi A5 is characterised by a comprehensive standard specification. This includes 17-inch alloy wheels along with automatic air conditioning, the MMI information and operating system, an audio system with CD player and separate screen, and the automatically opening boot lid. The new comfort key and the electromechanical parking brake are also among the items included in the standard package.

The list of options offers even more luxury class high-tech: Audi adaptive light combines bi-xenon headlights with the dynamic cornering light system and the LED strip of daytime running lights. Keyless access for the doors and boot and keyless engine starting are all features of the advanced key system. The deluxe automatic air conditioning system with three temperature zones allows the passengers to adjust the climate for their individual comfort. The extra-large panoramic tilting roof lends the A5 an especially generous feeling of open space. The Audi parking system advanced features a rearview camera, helping to make tricky parking in cramped multi-storeys easily negotiable.

The infotainment system is a special highlight of the options range. Alongside the navigation system with DVD including MMI, DAB digital radio reception and DVB TV reception, this system also offers pure delight for the ears: the premium sound system for the Audi A5 is supplied by the Danish hi-fi specialist Bang & Olufsen. It comprises 14 speakers, 500 watts of music output, surround sound, active driving noise compensation and, above all, the expertise of a worldwide renowned specialist for high-end audio equipment, making every drive in the Audi A5 a delightful acoustic experience.

Customisation

The decision to drive a coupé is always a very emotional one. That makes it all the more important for a coupé to reflect the personal wishes and express the ideas of it owner. If any coupé can fulfil special requests, it is the Audi A5: how about seat side sections in stone blue Valcona leather, accompanied by seat centre sections in star silver leather, with matching interior headlining also in star silver? To go with that, you can add aluminium hologram inlays or maybe rather laurel wood? The customer has the choice: in terms of design variety, the Audi A5 is luxury class in the full sense of the word, with two types of cloth, two leather varieties, the combination of leather and Alcantara, five different inlays and a wide range of interior colour schemes. Above and beyond that, the Audi exclusive programme from quattro GmbH can fulfil virtually every individual wish.

For those looking for an even stronger sporting intent in the A5, the Audi S line offers an extra-dynamic look. The S line exterior package comprises, for example, more distinctive bumpers at the front and rear. The S line sports package includes items such as sports seats, steering wheel and gear lever in perforated leather, black headlining, and special inlays. Even here, there is scope for individual choice between matt aluminium, piano finish black or Vavona wood assam grey. The 18-inch alloy wheels and exclusive paint finishes underscore the look of the S line sports package, while the sports suspension provides a distinct driving feel.

Geneva 2007: Audi A5 – Click here for the most popular videos

The Audi S5 is a unique competitor among high-performance coupés, thanks to its combination of V8 FSI technology and quattro permanent four-wheel drive. The eight-cylinder engine with its superb power delivery has worthy counterparts in the specially tuned sports suspension and high-performance brakes. Subtle, but clear design elements inside and out serve to distinguish this coupé as a high performance athlete in a league of its own. The Audi S5 goes on sale with the launch of the Audi A5 series.

Engine and running gear

Fascination no figures can express

The figures alone are fascinating enough, but they only hint at the impressive driving experience the S5 offers. The eight-cylinder engine has a rated power output of 260 kW (354 bhp). Its peak torque is 440 Nm, which it already delivers at 3,500 rpm. Within just 5.1 seconds the Audi S5 can sprint to 100 km/h. But no figures can adequately describe the supreme free-revving character, the spontaneous response, the continuous power build-up, or the thrilling sound of this eight-cylinder engine. The V8 naturally derives its enormous power potential from the innovative FSI direct injection technology with high compression and optimum fuel mixture formation.

The six-speed manual gearbox with its very precise guiding of the gear lever and short throw action makes every gear change a pleasure. The quattro permanent four-wheel drive of course provides perfect traction with variable torque distribution from its basic setting of 40 percent to the front and 60 percent to the rear axle. Within a fraction of a second, the dynamic drivetrain system adapts to the current driving conditions and constantly delivers the ideal distribution of drive torque.

The Audi S5’s sports suspension is tuned to enhance the coupé’s performance with particularly dynamic handling. The special high-performance brakes, recognisable by their black painted brake calipers, always ensure precise deceleration. And finally, the ESP electronic stabilisation programme can be deactivated in two stages whenever the driver wishes to exploit the potential of the Audi S5 to the full on a suitable stretch of road.

Design and interiors

While the design of the Audi A5 forms a balanced synthesis of sportiness and elegance, the Audi S5 displays the more vigorous features of a powerfully built athlete: the radiator grille possesses the specific look of an Audi S model – painted in platinum grey and fitted with vertical chrome inlays. The front and rear bumpers have a more pronounced outline and the air inlet grilles are more striking. The aluminium-look exterior mirror housings make an overtly sporty impression, as do the colour-keyed door sill trim and the dual-branch exhaust system with four oval tailpipes. Nevertheless, the model’s sporty attributes always have a functional aspect: for instance, the more pronounced spoiler in the boot lid yields additional aerodynamic downforce.

However, true strength comes from within and the interior design of the Audi A5 thoroughly underscores its athletic character. The sports seats, sports steering wheel, instruments with grey dials and aluminium door sill plates provide a dynamic and refined atmosphere. The programme does, of course, provide ample scope to fulfil individual interior design wishes: the inlays are one example – here the choice is between carbon, aluminium, stainless steel or wood. After all, the Audi S5 should perfectly match its owner’s individual ideas and expectations.

Alongside the coupé’s 18-inch wheels with the new S design and 245/40 R 18 tyres, the standard equipment specification for the S5 features items such as xenon plus headlights with impressive daytime running lights in the form of an LED light strip, or sports seats with electronic adjustment.

February the 28th 2005 – Driven by Loris Bicocchi, the Koenigsegg CCR broke the production road car speed record, achieving a new official top speed of 388 (387.87) km/h at Italy’s Nardo Track. Thus, the CCR has broke the official McLaren F1 record of 386.7 km/h, which was set using a prototype called the XP5.
Koenigsegg say the CCR was ‘technically standard’, having tires, ride height, engine configuration, wheel geometries, gearbox, clutch, brakes, boost pressure matching the production car’s specification.

Record Nardo Run

The record run was celebrated at the 2005 Geneva Motor Show, where both the record car, joined by a silver counterpart were on display. Since that time, the CCR has been approved for inclusion into the Guinness Book of World Records.

The Koenigsegg CCR is an automobile made by Koenigsegg. Designed and manufactured in Ängelholm, Sweden, it debuted at the 2004 Geneva Auto Show. It briefly held the world speed record for a production car. It is currently the third fastest production car, behind the Bugatti Veyron and the SSC Ultimate Aero TT.

Overview

The CCR is based on the Koenigsegg CC8S but is more powerful and has better performance. The more powerful engine of the prototype was made possible by the use of a Lysholm twin-screw supercharger and a titanium exhaust system. This takes the power output to a maximum of 806 hp (601 kW/817 PS) at 6,900 rpm. Torque is also distributed evenly and peaks at 920 N·m (680 ft·lbf) at 5,700 rpm. This car was the first production vehicle to sport a horsepower gauge – it has since been joined by the Bugatti Veyron.

However, the Lysholm twin-screw supercharger is not used in production cars. According to the official Koenigsegg book (ISBN 91-975178-3-6), it was lumbering and difficult to install in the mid-engined package. The production CCR is equipped with dual centrifugal compressors which are manufactured by Rotrex instead. It provides the same power, but lowers the peak torque point from 5,700 to 5,400 rpm.

Externally the CCR looks similar to the CC8S, but features a new side air-intake design, a tweaked headlight arrangement, a revised rear-end, larger brakes, more power and new front splitters for optimized downforce. Like the CC8S, the CCR is a two-seat coupe with a mid-engine, featuring large, high-tech dihedral synchro-helix actuation doors that open by rotating up and forward.

To honour the Swedish Fighter Jet Squadron No. 1, (Johan röd) which had occupied the current facility of Koenigsegg, the CCR is adorned with a symbol of a ghost, the symbol of the squadron.

On a History Channel special on the CCR (Aug, 2006), Koenigsegg states that the base price for the CCR is approximately US$590,000.

Testing history

The manufacturers claimed in 2005 when the car was released that the CCR is the fastest road car in the world, with a theoretical top speed of more than 390 km/h (245 mph); however, this has since been beaten by the Bugatti Veyron in 2006. As of October 2007, the SSC Ultimate Aero TT now holds the world record for the fastest production car (413 km/h, 257 mph).

On February 28, 2005, at 12.08 local time, the Koenigsegg CCR broke the production road car speed record, achieving a new official top speed of 387.87 km/h (245 mph) at Italy’s Nardo Prototipo proving ground. A team of five Koenigsegg engineers and mechanics together with founder Christian von Koenigsegg ran a technically standard CCR, driven by famous supercar test driver and veteran record breaker Loris Bicocchi.

The CCR took the record from the McLaren F1, which held the record for over 12 years of 386.7 km/h (240 mph), set on the 9 km straight track at the VW Ehra facility in Wolfsburg, Germany. The CCR ran on the Nardò/Prototipo track, a circular track with a circumference of 12.5 km. This means that the car is driven in a constant turning motion, which makes the exercise and speed even more impressive. The steering wheel at this speed is kept at around 30 degrees of constant angle, a fairly sharp angle for the speed. On the same track, the F1 managed an unofficial record of 372 km/h (231 mph).

In May, 2005 not long after the CCR claimed the record, a prototype of the long awaited Bugatti Veyron took the crown with a top speed over 400 km/h (249 mph). The final production model of the Veyron reached a speed of 407.5 km/h (253.2 mph) in the hands of Car and Driver in their November 2005 issue. However, the Bugatti set the record on the aforementioned official VW-test track in Ehra-Lessien with a 9 km unbroken straight, as opposed to the Nardò-track which is circular.

In Breif: The CCR

The CCR’s performance has been increased mainly due the development of the CCR engine, which sports a new Lysholm supercharger and titanium exhaust. These components help engine’s power reach 806 hp (601 Kw), while maintaining a torque curve that has high figures over a broad revolution band.

Power aside, the CCR is distinguihsed outwardly by its boldly shaped side air apatures and front splitter. Also included are larger brakes, new racing shock absorbers, a monocoque carbonfibre intake plenum, the CCR advanced throttle and the larger 19 inch front wheels. These modifications all contribute to place the CCR at the very top among supercars.

Lysholm Twin-Screw Compressor

The Koenigsegg CCR engine is equipped with a Lysholm Screw Compressor, which has several advantages to the common centrifugal compressor. It creates a higher boost-pressure at lower rpm, thus increasing both acceleration and control at low speed. Lag time during shifts and on-off throttling are reduced to a minimum.

The twin screw principle is also highly energy efficient, which contributes to the extreme power and torque of the CCR machine. Boost-pressure in the CCR carbonfibre plenum reaches levels as high as 1.3 bar, considerably higher than that of any competitor. The Lysholm supercharger is the alone on the market today to combine both a positive displacement design for maximum low-end torque and highly effiecient top-end horsepower output. Also emission levels at high speed and boost are lower than with other turbo- and supercharging systems.

VPS Shock Absorbers

To further enhance the unmatched road holding and handling of the Koenigsegg suspension set-up, the CCR is equipped with new shock absorbers, custom built and developed for the Koenigsegg CCR by VPS, Italy. These shocks are produced only in small series for racing purposes and have the advantage of greater adaptability and lower weight than any other on the market. These superb shocks also allow extensive fine tuning to suit the racetrack or driver preferences. Koenigsegg test driver Loris Biccochi, world-renowned for his expertise in motoring, has personally participated in the development of the CCR shocks. Their appearance is equally striking; all parts are of machined metal, the surface is of titanium coloured anodized aluminium.

CCR Cylindrical Throttle

The Koenigsegg team of engineers has implemented Formula One technology in the construction of the Koenigsegg CCR Cylindrical Throttle. It is a vital part of their effort to optimize intake air flow to the engine and reduce drag to a minimum. The amount of intake air is controlled by the precise rotation of a cylinder, through which an oval channel leads air into the plenum. This unique barrel-design greatly increases the sensitivity and response at low-end throttling, while at the high-end the perfectly unobstructed flow of air generates a higher horsepower output. It has been developed to work in perfect harmony with the Lysholm Screw Compressor, which creates such a high boost-pressure as to make ordinary throttles unstable. The massive metal cylinder is also very effective in dampening the whistle-like sound from the compressor below certifiable levels. For patent reasons we unfortunately cannot exhibit any images of this device.

Carbonfibre Air Intake Plenium

The Koenigsegg CCR engine incorporates an air intake plenum chamber made of carbonfibre. It was designed and modelled by Koenigsegg engineers exclusively for the CCR. It helps to increase the engine’s perfomance in a number of ways; it lowers the weight of the car by around 11 kg, it provides a more aerodynamic flow of air into the engine and moves the pressure centre closer to the cylinders, thus decreasing throttle lag time. The plenum is shaped to allow a stream of cooling air pass between it and the engine block in order to keep the charged intake air as cool as possible.

Titanium Exhaust System

The CCR has a full titanium exhaust system. Besides the aestetic splendour of this multi-coloured shimmering metal, it brings several advantages to this record-braking supercar. Titanium is a material with the strength of steel and the lightness of aluminium, yet it is virtually insensitive to high temperature. Using this exquisite metal enables the construction of an exhaust system out of very thin material without adding extra heat insulation, which adds to the efficiency of the catalytic converters.

The CCR Titanium Exhaust weighs less than half of its stainless steel predecessor. It is also slightly refined both in the design of the manifolds and the position of the cats, in order to further minimize drag. This unmatched exhaust system was designed and developed by Koenigsegg and the titanium parts are custom made exclusively for Koenigsegg in Sweden. The brutal yet sophisticated roar of the CCR ows much to this exhaust, the very hard and thin metal emits a crystal clear interpretation of that wonderful noise.

CCR Brakes

The Koenigsegg CCR brakes are specially developed for the model by AP-Racing. They feature a new technology that ensures perfectly intact braking capacity depite the unavoidable termal shifts in the brake-disc. The discs are not mounted in a fixed position to the wheels, but are allowed to move a fraction of a millimeter in all directions, i.e. what is called floating mount. This serves to absorb any termal shift, which in combination with the Koenigsegg brake ventilation system makes the brakes exeptionally stable at any driving (racing) condition. Koenigsgg has chosen to go against the currently trendy ceramic or ceramic-composite discs. Such materials are new and exiting, but has as of yet not proven neither as reliable nor as subtle as using steel alloy for brake discs.

CCR Aerodynamics

The body of the CCR shows some new features when compared with the CC 8S. Most notable are the redesigned side air intakes and the new headlights. The air intakes’ new shape is an improvement both aestetically and aerodynamically. This design allows more air to be pulled into the cavity and increases the air pressure on the actual cooler, which makes the oil cooler and intercooler work more efficiently.

The CCR is also equipped with a front splitter made of carbonfibre. It funcions as a dividing plane that determines which part of the air-flow that shall pass above or below the vehicle. The purpose is to better define the jetstream that rushes in under the car and builds up the venturi effect, which glues the car to the ground. A fluctuating or turbulent such jet-stream causes the downforce to be unstable, which can result in a loss of road holding during high speed cornering. This discrete splitter is also designed to increase frontal downforce, both by pushing more air upwards and toward the sides and by prolonging the curvature of the integrated wing on the underside of the bumper. Airpressure on the main radiator and brake cooling inlets is also greater,which further enhances the excellent performance of the Koenigsegg CCR.

For racing purposes Konigsegg has developed the Twin Fin Wings, a pair of triangular fin-like wings made of carbonfibre. They are mounted horizontally on the rear hood and leaves a gap between them to allow the driver better rear view. They can easily be removed if the drives so prefers. Their purpose is to increase rear downforce, which is not necessary in other than the extremest of racing circumstances, since the design of the rear hood with its integrated wing in itself provides sufficient downforce. These wings are therefore a customer option, and they are delivered coloured or in clear-coat carbon according to the buyer’ s choice.

Performance

* Acceleration: 0-100 km/h (0–62 mph) 3.2 seconds
* Top speed: 395 km/h (245 mph) @ 6790 rpm (max rpm = 7600)
* Standing quarter mile: 9.9 seconds, end speed 235 km/h (146 mph)
* Braking distance: 31 m (100–0 km/h)

Body

Two-door, two-seater with removable hardtop stow able under the bonnet. The body is made of carbon fibre/kevlar as well as lightweight hard-foam sandwich reinforcements for gas[citation needed].

Dimensions

* Ground clearance: 100 mm (3.9 in)
* Luggage compartment: 120 litres (4.24 cubic feet)

Aerodynamics

* Cd 0.297
* Frontal area 1.825 m²
* Under body venturis and diffusers

Suspension

* Double wishbone, front and rear.
* Adjustable shock absorbers.
* Electronically adjustable ride height.

Brakes

* Front and rear ventilated disc brakes, 362 mm x 32 mm (14.25″ x 0.8″).
* 6 piston calipers.
Wheels

* Koenigsegg magnesium alloy wheels with center locking.
* Front: 19″ x 9.5″
* Rear: 20″ x 12.5″

Tires

* Michelin Pilot Sport 2 tires. Unidirectional with asymmetric tread pattern.
* Front: 255/35–19″
* Rear: 335/30–20″

Steering

* Rack and pinion power steering.
* 2.7 turns lock to lock.
* Turning circle: 11 metres.

Engine specifications

* Type: Koenigsegg aluminium V8, 4 valves per cylinder, double overhead camshafts. Carbon Fibre cam covers.
* Engine displacement: 4.7 litres.
* Compression ratio: 8.6:1
* Weight: 215 kg (474 lb)
* Lubrication system: Dry sump with under-piston oil squirters; oil cooler.
* Motor oil: SAE 10W60 synthetic.
* Oil tank capacity: 12 litres (10.6 imperial quarts)
* Induction system: Sequential multipoint fuel injection. Dual Rotrex centrifugal intercooled superchargers with maximum 1.4 bar (140 kPa) boost pressure.
* Fuel: 98 RON unleaded.
* Ignition system: Electronic Coil on plug (Direct Ignition – DI).
* Engine redline: 7,600 rpm.[citation needed]

Transmission

* Purpose-built Cima 6-speed transmission.
- Incorporates internal oil pump with cooler.
- Torsen limited slip differential.
* Electronically-operated, sintered organic dual-plate clutch of 215 mm (8½ inch) diameter.

The Lamborghini Murciélago LP640 Coupe is not a subtle vehicle. Its wild appearance turns heads everywhere, and its brute force and excellent handling put it near the top of the super car food chain.

• Get a Lamborghini Murciélago LP640 price quote

In the LP640 designation, “LP” stands for longitudinale posteriore, an Italian phrase that means the vehicle’s massive V12 engine is laid out north-south behind the cockpit. The “640” denotes the amazing 640 horsepower that engine produces.

Owners can show off the heart of their beast with an optional clear engine cover. Arch-rival Ferrari has offered similar transparent paneling as standard equipment on its mid-engine models for more than two decades.

A more-aggressive front bumper with reshaped air intakes and a large spoiler underneath distinguish the LP640 Coupe from the previous Murciélago. A redesigned rear diffuser encompasses twin exhaust pipes and keeps the vehicle stable at high speed.

• See Lamborghini Murciélago LP640 specs

The Lamborghini Murciélago LP640 Coupe has an extra intake just ahead of the driver’s-side rear wheel that channels cool air to the oil radiator. The 18-inch wheels are wrapped in performance tires. Racing tires are optional.

• Lamborghini Murciélago LP640 Vehicle Summary

The Lamborghini Murciélago LP640 Coupe has an electronically controlled adaptive suspension and six-speed manual transmission linked to a stronger rear differential and beefed-up axles. An automatic transmission that can be shifted manually, which Lamborghini calls “E-gear,” is optional. It offers a sport mode for split-second gear changes.

Massive brake discs — the front ones are roughly 15 inches in diameter — quickly slow the Murciélago down from any speed. Thicker carbon-ceramic brake discs are optional and designed to reduce brake fade, which is when brakes become less effective as the discs overheat from heavy use, such as on a racetrack.

Like the previous model, the Murciélago LP640 Coupe features exotic carbon-fiber body panels, a steel roof and doors that scissor open in signature Lamborghini style.

• See all Lamborghini models in the Lamborghini Showroom

The seats in the Murciélago LP640 Coupe have been redesigned for comfort and increased headroom. They incorporate quilted leather upholstery, as do the door inserts and ceiling. All Lamborghini cockpits can be customized with carbon-fiber trim as well as other special materials and finishes.

The Murcielago LP640 Coupe is the second-most powerful closed-roof model in the Lamborghini lineup, after the Reventon. “LP” stands for “longitudinale posteriore,” an Italian phrase that explains that the V12 engine is mounted longitudinally (that is, north-south) behind the driver. The “640″ stands for its astounding 640-hp output. The Murcielago LP640 Coupe is radically styled and features doors that open vertically. Handling benefits from a fully independent, electronically controlled suspension and a full-time all-wheel-drive system. For the few wealthy buyers who can afford it and handle its power, the Murcielago LP640 Coupe is one of the quickest and most exotic coupes available.

The 2008 Porsche Cayenne gets a slightly different look, with new front and rear styling, including more contoured tail lamps, with LED versions to distinguish the turbo. All 2008 Porsche models retain the recognizable smooth Porsche snout and lower air dam in front and prominent dual exhausts in back.

The exterior of the 2008 Porsche Cayenne is subtly different from past models, but reviews read by TheCarConnection.com approve of the restyle. The exterior changes on the Porsche Cayenne include headlights that “are flatter, and the leading edge in front of the hood is more defined than before,” according to Cars.com. The Detroit News says “the subtle changes create a more sophisticated look,” thanks to the fact that “the turn signal indicators have been removed from the headlight assembly and lowered onto the grille.” Kelley Blue Book reviewers note that the redesign serves a “functional sense” as well as a styling one, since the new features bring “an aerodynamic benefit” as “the coefficient of drag has been lowered substantially offering potential fuel economy benefits.”

The interior of the Porsche 2008 Cayenne isn’t received quite as well as the exterior. For the Porsche Cayenne, Forbes Autos writes that “the Cayenne’s interior is identical to the outgoing model’s, which is somewhat of a disappointment” because “there are some minor annoyances that could significantly improve” the cabin. Edmund’s reviewers say that the Porsche Cayenne’s “interior is all Porsche,” which, unfortunately, “means that the climate and audio controls are comprised of many small, look-alike buttons that take some getting used to.” On the positive side, Forbes Autos is pleased to find that “Porsche stayed away from any form of multifunction knob-controlled system as seen on virtually every new luxury vehicle from foreign manufacturers,” such as BMW’s iDrive. Also winning praise are the “large, simple toggles for climate, suspension, [and] transfer-case settings,” which Consumer Guide appreciates. One negative review comes from Motor Trend, where reviewers feel that the interior of the 2008 Porsche Cayenne is “somber,” though such strong negative sentiment is rare.

The Cayenne Turbo is fitted with Porsche Active Suspension Management (PASM) with air suspension as standard. This variant can now be augmented with the new Porsche Dynamic Chassis Control (PDCC) roll stabilizer system. This constant roll control, also available for the Cayenne and Cayenne S, limits vehicle roll on corners and counterbalances it completely in almost all driving situations. The Cayenne thus offers significant improvements in terms of handling, directional stability and ride comfort. When off-road, the system enables maximum axle articulation and improves traction.

Porsche Stability Management (PSM), with its brake assist function, advanced trailer stabilization system and off-road ABS, comes as standard on all Cayenne models. These functions improve the brakes’ reaction speed, markedly reduce the yawing which can affect vehicles when towing, and optimize braking performance on loose ground. What’s more, with static and, for the first time, dynamic bend lighting, the bi-xenon headlamps fitted as standard to the Cayenne Turbo increase active safety. The system, which can also be ordered for the Cayenne and Cayenne S, is activated as soon a speed of three kilometers per hour has been reached.

When the last bouquet of Cayenne spy shots made their way around the internet, many people speculated that the bigger air intakes carved out of the facelifted bumper suggested bigger power. Those people were correct. Official word out of Stuttgart is that, along with a facelift, the Porsche people hauler will be the recipient of mild gene therapy in the form of a new line of direct-injection gasoline engines, a first for Porsche.

All three engines—a base V-6 and naturally-aspirated and twin-turbo V-8s—grow slightly as well. The V-6 is upped to 3.6 liters (borrowed from VW’s Passat and Touareg) and now puts out 290 horsepower and 283 lb-ft of torque. The V-8s grow to 4.8 liters, with the naturally aspirated version in the Cayenne S good for 385 hp and 368 lb-ft, while the pressurized motor will embarrass the pony car in the next lane with a solid 500 hp and 516 lb-ft, only 20 hp and 14 lb-ft shy of the current Turbo S, a model Stuttgart isn’t talking about for 2008.

The new family of engines slot beneath front sheetmetal shrink-wrapped a little more tightly than the globular, bulging fenders of the original design. The sharper fenders follow more angular headlights than the 996 911-style ovoids of the outgoing face as well, with vertical LED turn-signal fangs set in the outer edges of the gaping air intakes. Out back, things remain largely the same, with a slight tweak to the taillights the most noticeable change.

We’ll get our first official look at the new Cayenne family at the North American International Auto Show in Detroit this January, with the trucks expected in showrooms in March of 2007 as 2008 models. Pricing for the V-6 will start at $43,400, with the S and Turbo going for $57,900 and $93,700, respectively.

The new 2009 Toyota Matrix is bigger than the previous version, but Toyota hasn’t lost sight of this being its smallest crossover vehicle. You can carry four big people or drop three seats and slide a short board inside; four doors make loading kids, dogs and miscellaneous cargo a cinch.

All run on regular unleaded fuel and rate at least 20 mpg in the city; the 2.4-liter upgrade engine pushes 30 mpg on the highway, while the smaller engine and five-speed manual, which are as much fun to drive as the big automatics, run mid 20s in the city and low 30s highway. Given Toyota’s history we can’t imagine they will require much in the way of expensive repairs or maintenance. Engines were a weak point on the previous-generation Matrix, so the 2009 represents a big upgrade.

Check out the Matrix if you want the reliable reputation of the Corolla with less visual boredom, if you need a urban runabout that’s cheap to buy and run, or just because it’s logically all you really need in a land of average speeds hovering in the mid-30-mph range. The Matrix doesn’t stand out anywhere as much as it provides a useful, better than average package for any purpose short of pickup-sized building materials or a trip to the red carpet. In short, the new Toyota Matrix is a very sensible choice.

By price and hatchback design, the Matrix slots into multiple categories for cross-shoppers, including roomy compact cars such as the Honda Fit, Nissan Versa, Subaru Impreza, and VW Golf; small vans and crossovers such as the Honda CR-V, Kia Sportage/Hyundai Tucson, Mazda5, Nissan Rogue; and the less-easily categorized Chevrolet HHR, Dodge Caliber, Scion xD, and Suzuki SX4.

Interior
Inside, however, any relation to a Corolla vanishes at the first glimpse of the dash, the Matrix trading conservative for a more stylish look with sweeping metal-look surfaces on both sides of the instrument cluster. Two large omni-directional vents peer out the top like bug eyes and frame the gauges that include round dials for speed and engine revs and an oblong unit for ancillary information.

At this price point the materials include fabric upholstery and door panels, with plastic on trim pieces such as lower doors. It doesn’t look cheap or like this is where the money was saved, and all the switchgear has a quality feel to it. Colors carry a fire theme, with either Ash (light gray) or Charcoal (very dark gray) to choose from. A variety of storage spaces and sizes can be found within driver’s reach, and most have a nonskid, quieting rubber mat on the bottom, a big improvement over the slippery surface that came standard on the previous-generation Matrix.

Manually adjusted front buckets are well-placed for tall driver headroom and short driver visibility, and provide good support for the length of time it takes to burn a tank of gas, which is a long time. The wheel tilts and telescopes but the latter’s travel is limited and, with the clutch pedal much closer than the brake pedal, may require some minor driver adaptation.

The rear bench seat is a 60/40 split with the narrow part behind the driver where it should be, and easily folds down unless the front seat is far rearward.

Despite the loss of a half-inch in rated headroom and four inches in hip room because of measurement standards, the rear seat is generally bigger than before and we put a pair of 6-foot-3-inch riders back there with head clearance. There are three belts, used simultaneously only by kids and waif-like models, and the rear-seat floor is almost flat with only a slight rise up to the console.

The illuminated gauges are easy to see regardless of conditions, and forward viewing is good unless you need to actually see the hood to gauge where it is. Direct rear view isn’t bad either with no big central headrest in the way, but your first head turn to check a rear quarter lane change will show just how big those C-pillars are.

Three-ring climate controls deliver air where and when you want it without excessive fan noise; AC is standard. Primary operating controls are on steering column stalks, with less-frequent items like the optional stability control defeat on the dash; the shifter (automatic or manual) rides on a perch off the lower dash, while a conventional handbrake is in the console.

New for 2008 is an entry-level navigation option (S, XRS only) that does not use voice-recognition or Bluetooth. However, it does voice guidance, offers XM real-time traffic (for subscribers), a clear 7-inch screen, and the intuitive operation set by Lexus. Unfortunately, there is only so much space in the dash, so you can not get the navigation system and the high-level JBL sound system in the same car.

Matrix has nearly 20 cubic feet of cargo area behind the rear seats, with some small bins underneath the floor; if you want to hide cargo from view there’s an optional tonneau you attach at the corners. The floor (and rear seatback) has plastic runners, there are tie-down rings, and the right front-seat backrest folds flat for long items or a place to work the laptop on break.

Introduction
The 2009 Toyota Matrix is a new, second-generation design developed in tandem with the Corolla sedan. In essence, the Matrix is the wagon/hatch version of the Corolla. In fact, the company refers to it as the Toyota Corolla Matrix. With edgier styling inside and out and four versions to choose from, the Matrix makes a sensible choice for many people.

Perhaps the oldest piece of hardware on the new Matrix is the all-wheel-drive system introduced on the RAV4 for the 2006 model year. Everything else is newer, making the Matrix an all-new car. The 1.8-liter engine is new. Even better news is the high-revving version that was poorly matched to the previous-generation Matrix has been replaced by a larger 2.4-liter four-cylinder from the Camry. Gearboxes, brakes, steering and safety systems have all been redone. The body work is all new, also, though the design is an evolutionary update of the previous version.

Driving Impressions
As mentioned, two engines are available, but the 1.8-liter engine is used only in the base model. However, we found the 1.8-liter engine sportier and more enthusiastic than the 2.4-liter. It’s not as powerful, but it’s more eager and entertaining in response, more of a driver’s engine.

The smaller engine also gets significantly better mileage than the 2.4-liter, averaging 4-5 mpg higher ratings. With the four-speed automatic you’ll lose 1 mpg or so from the 1.8-liter and be pushing it fairly hard for onramps or carting a full load up a hill. We found the five-speed version is quite happy to have you beat the snot out of it and still get decent mileage. So we recommend getting the manual if you get the 1.8-liter.

The 1.8-liter engine EPA fuel economy ratings are 26/32 city/highway mpg for manual transmission models and 25/31 for the automatic transmission model powered by a 1.8-liter engine. The 1.8-liter is rated at 132 horsepower at 6000 rpm and 128 lb.-ft. of torque at 4400 rpm. This 16-valve four-cylinder engine features Dual VVT-i (Variable Valve Timing with intelligence) on both the intake and exhaust camshafts that helps it balance performance and economy.

The 2.4-liter engine comes on all other models. The 2.4 offers a choice of five-speed manual or five-speed automatic except the AWD version which only comes with a four-speed automatic. The 2.4-liter engine nets 26 hp over the 1.8 but it’s the additional 34 lb-ft of torque you’ll notice and use the most because winding it up doesn’t add a lot of speed or any pizzazz it simply adds more noise. Both engines use regular unleaded, significant given that some cars call for premium. The 2.4-liter engine with five-speed automatic transmission gets an EPA-rated 21/29 City/Highway mpg. The 2.4-liter is a 16-valve DOHC four-cylinder engine with VVT-i is rated at 158 hp at 6000 rpm and 162 lb.-ft. of torque at 4000 rpm.

The midrange power makes the 2.4-liter practical but more the non-driver’s engine as it merely goes about its business. Clutch and shifter effort from the manual transmission are relaxed, the latter giving the gear requested but not as precise as class leaders. And the automatics all behave nicely.

Regardless of drive system or engine, the Matrix comes across quite polished for an economy car, the only negative is a tendency to catch and grab on bumpy roads and surface transitions under acceleration.

The Matrix AWD is the best choice for the Snow Belt. Its four-speed automatic transmission and hardware in the electronically controlled all-wheel-drive are similar to the system used in the RAV4 (though the Matrix doesn’t get the RAV’s locked 4WD mode). Normally, the all-wheel-drive system sends all power to the front wheels, which is best for fuel economy. But when slippery conditions demand it, the AWD system automatically diverts up to 45 percent of the power to the rear wheels. There is no driver action required and you’ll never know it’s working until you see the front-drive Matrix stuck in the snow next to you while you move onward. Any dynamic change you note on test drives is more likely a result of the extra weight than the added rear drive.

That isn’t to say the all-wheel drive might handle or ride slightly better because it shares the independent rear suspension with the XRS. The IRS delivers finer control of suspension travel, and perhaps more of it, maintaining rear tire contact and a softer ride on the S-AWD.

The XRS keeps the control factor, but the ride isn’t quite as good because the 18-inch wheel/tire package has far less sidewall and because the XRS uses firmer suspension calibrations. Those 18-inch wheels also take away steering lock to a point where the wee XRS needs just a few inches less space for U-turn than an eight-passenger Sequoia. Interestingly, we found the 18-inch BFGoodrich TA KDW tires that offer such prodigious grip and account for much of the XRS better handling also run quieter than the Bridgestone Turanzas.

Disc brakes are used all ’round on all models and they come with antilock (ABS) and Brake Assist functions. The disc brakes get bigger as you move up the model line, yet all get the job done fuss-free; you’re not going to be going that fast.

If there’s a weak point in the Matrix driving it’s the electric power steering, and you can’t blame the electric steering because other cars use it with better results. Steering effort is low for parking maneuvers and gets higher with speed and cornering load as you would expect, especially on the XRS, and it goes where you point it, but it feels relatively dull and doesn’t have a lot of return-to-center force, so you may find yourself steering back to straight ahead more than you’re used to.

Lineup
The 2009 Toyota Matrix comes in three defined models, although we treat the Matrix S AWD (all-wheel drive) as a separate model.

The standard Toyota Matrix uses a 1.8-liter engine and five-speed manual gearbox and comes with cloth upholstery, air conditioning, 60/40 split-fold rear seat, AM/FM/CD stereo compatible with MP3/WMA files, input jack and XM satellite radio, tilt-and-telescoping steering wheel, Optitron (electroluminescent) gauges with tachometer, power mirrors, intermittent wipers, engine immobilizer, and cargo cover.

Options include alloy wheels, six-speaker radio upgrade, power locks/windows, keyless entry, cruise control, moonroof, lighter, an all-weather package (heated mirrors, intermittent rear wiper, rear-seat heat ducts), electronic stability control, and a four-speed automatic transmission.

Matrix S comes with the 2.4-liter engine and five-speed gearbox. Standard features include the six-speaker radio, power windows/locks, keyless entry and intermittent rear wiper plus a 115-volt AC outlet and larger rear brakes. Options include a JBL sound system or navigation with real-time traffic (you can’t have both), moonroof, rear spoiler, cruise control, electrochromic interior mirror w/compass, lighter, 17-inch alloy wheels, the all-weather package, electronic stability control and a five-speed automatic.

Matrix S AWD uses the 2.4-liter engine, a four-speed automatic and all-wheel drive; it also includes a fully independent rear suspension, larger rear brakes, and the all-weather package. Options on the all-wheel drive are similar to S, excepting the all-weather and five-speed automatic.

Matrix XRS models come with the 2.4-liter and five-speed manual, plus seat fabric upgrade, 215/45R18 tires on alloy wheels, front strut brace, electronic stability/traction control, three-spoke leather steering wheel, rear spoiler, fog lamps, and the independent rear suspension and big rear brakes. XRS options are limited to the JBL sound system or navigation, moonroof, cruise control, lighter, all-weather, and five-speed automatic transmission.

Safety features that come on all models include front airbags, front side airbags, side curtain airbags, antilock brakes with brake assist, tire pressure monitors, and daytime running lights. Electronic stability control is standard on XRS and optional on others.

2009 Toyota Matrix Specs

2009 Toyota Matrix Performance & Efficiency Standard Features

• 1,798 cc 1.8 liters in-line 4 front engine with 80.3 mm bore, 88.4 mm stroke, 10.0 compression ratio, double overhead cam, variable valve timing/camshaft and four valves per cylinder 2ZR-FE
• Unleaded fuel 87
• Multi-point injection fuel system
• 13.2 gallon main unleaded fuel tank 11.0
• Power: 98 kW , 132 HP SAE @ 6,000 rpm; 128 ft lb , 174 Nm @ 4,400 rpm

2009 Toyota Matrix Handling, Ride & Braking Standard Features

• Four-wheel ABS
• Brake assist system
• Four disc brakes including two ventilated discs
• Electronic brake distribution
• Immobilizer
• Spacesaver steel rim internal spare wheel
• Strut front suspension independent with stabilizer bar and coil springs, torsion beam rear suspension semi-independent with stabilizer bar and coil springs

2009 Toyota Matrix Exterior & Aerodynamics Standard Features

• Body color front and rear bumpers
• Day time running lights
• Driver and passenger power body color door mirrors
• External dimensions: overall length (inches): 171.9, overall width (inches): 69.5, overall height (inches): 61.0, wheelbase (inches): 102.4, front track (inches): 59.8, rear track (inches): 59.9 and curb to curb turning circle (feet): 36.0
• Complex surface lens halogen bulb headlights
• Luxury trim alloy look on doors and alloy look on dashboard
• Mica paint
• Hinge rear window with defogger
• Tinted glass on cabin
• Weights: curb weight (lbs) 2,965
• Windshield wipers with fixed intermittent wipe

2009 Toyota Matrix Interior Standard Features

• 12v power outlet: front and 1
• Air conditioning
• Roof antenna
• Audio system with AM/FM and CD player CD player reads MP3
• Automatic drive indicator on dashboard
• Cargo area cover/rear parcel shelf
• Cargo area light
• Cargo capacity: rear seat down (cu ft): 61.5 and all seats in place (cu ft): 19.8
• Clock
• Full dashboard console, full floor console with covered storage box
• Delayed/fade courtesy lights
• Front seats cup holders fixed, rear seats cup holders pop out
• Door ajar warning
• Door pockets/bins for driver seat and passenger seat
• External temperature
• Driver front airbag with multi-stage deployment, passenger front airbag with occupant sensors and multi-stage deployment
• Bucket driver seat with height adjustment, bucket passenger seat
• Height adjustable 3-point reel front seat belts on driver seat and passenger seat with pre-tensioners
• Front seat center armrest
• Two height adjustable active head restraints on front seats, three height adjustable head restraints on rear seats
• Internal dimensions: front headroom (inches): 40.5, rear headroom (inches): 39.3, front hip room (inches): 52.3, rear hip room (inches): 43.7, front leg room (inches): 41.6, rear leg room (inches): 36.2, front shoulder room (inches): 53.3, rear shoulder room (inches): 52.6 and interior volume (cu ft): 94.2
• Low tire pressure indicator
• Power steering
• Front reading lights
• 3-point reel rear seat belts on driver side, passenger side and center side
• Three asymmetrical bench front facing rear seats with zero adjustments
• Rear view mirror
• Remote fuel filler door release
• Front and rear side curtain airbag
• Front seat back storage
• Cloth seat upholstery with additional cloth
• Seating: five seats
• Service interval indicator
• Front side airbag with occupant sensors
• Four speaker(s)
• Plastic steering wheel with tilt adjustment and telescopic adjustment
• Tachometer
• Driver and passenger vanity mirror
• Ventilation system with micro filter

Mercedes-Benz will in future also market its SLR McLaren super sports car in the form of a roadster with a top. In common with Formula 1 vehicles of today, it, too, will be made of carbon fibre, a material that will endow the vehicle with a very high degree of safety as well as extreme torsional stiffness at the same high level as the coupé version. This gives rise, in combination with the racing-type chassis, to outstanding ride characteristics.

The maximum speed of the new high-performance sports car, which is powered by an AMG V8 compressor engine delivering 460 kW/626 hp, is 332 km/h, therefore at the same high level as the coupé. Although, thanks to its fully retractable top, the Roadster offers undiluted open-air driving pleasure in the highest performance class, its occupants in no way lose out in terms of comfort or the vehicle’s suitability for everyday use. Consequently, the new Roadster opens up a new dimension in refinement for open-top super sports cars.

Like the coupé version, the new Mercedes-Benz SLR McLaren Roadster once again unites the legend of the successful SLR racing models from the 1950s with the innovative technology of modern Formula 1 vehicles from the Vodafone-McLaren-Mercedes team. Typical stylistic elements, such as the arrow-shaped tip of the Formula 1 Silver Arrow, establish a visual link with the racing cars. The SLR leg-end of the 50s lives on stylistically in the distinctive lateral louvers, side pipes behind the front wheels and the wide-opening gullwing doors.

The new Roadster benefits technically from the many years of experience of Mercedes-Benz and its Formula 1 partner McLaren. Apart from two aluminium engine frames, its body is made entirely of carbon-fibre reinforced plastic (CFRP) materials, making the vehicle an exception among high-performance sports cars. Especially for the Roadster, complex carbon-fibre technology has been intelligently further developed for the monocoque chassis. The result is low weight, exemplary energy absorption and, therefore, extremely high occupant safety as well as a degree of torsional stiffness hitherto unattained in open-top vehicles. This leads to outstanding ride characteristics of the kind otherwise found only in closed-top super sports cars.

The puristic top is suitable for high speeds.

The exceptional qualities of the Roadster are attributable also to the fully retractable top, which blends harmoniously into the flowing lines of the SLR McLaren. Its newly developed roof material, which is available in three different colours, not only guarantees complete suitability for everyday use in all weathers, but also endows the high-performance sports car with characteristics that are exception-ally unusual in a roadster. For example, at 332 km/h, the maximum speed is at the high level of the coupé version. Conversation is still possible at well over 200 km/h on open-air journeys thanks to the favourable aeroacoustics.

The chart says 0-to-62 mph in 3.8 seconds and 0-to-124 mph in 10.9 seconds (about the time it takes to raise or lower the semi-electronic top); it doesn’t mention the basso profundo of the sidepipes or the supercharger’s shrill shrieks, aural gratification that never lets up until, in the right conditions, the Roadster reaches 206 mph. Because of a slick autobahn, we saw “only” 170 mph but reconfirmed the SLR’s high-speed stability and comfort, which was hardly diminished even when the top was stowed. At U.S cruising speeds, the open cabin was quiet enough to enjoy the Bose stereo.

The roof opens and closes semi-automatically in less than ten seconds, thereby combining the desire for convenience with the puristic character of the roadster. To open, the roof merely needs to be unlocked from the windscreen frame and be briefly raised, after which it folds away electrically. Since an aluminium cover is integrated into its front section, the roof elegantly closes off the top when re-tracted.

Sophisticated aerodynamics and racing-type chassis.

In the wind tunnel, the Roadster has been optimised for high speeds with regard to handling, aeroacoustics and aerodynamics. It likewise employs the aerodynamic concept already known from the coupé version, featuring an airbrake integrated into the access lid and a diffusor in the rear bumper to provide increased downforce on the rear axle.

The open two-seater is equipped with a racing-type chassis featuring high-performance carbon-ceramic brake discs, thereby setting extremely high stan-dards. Its front-mid-engine provides for optimum weight distribution. With 460 kW/626 hp and a maximum torque of 780 Nm, the AMG V8 compressor engine, which is coupled to an AMG Speedshift R five-speed automatic transmission, accelerates the Roadster from zero to 100 km/h in 3.8 seconds.

Unique safety and exclusive fittings.

A high degree of safety is ensured by unique carbon-fibre crash elements, steel-reinforced A-pillars and two fixed roll-over bars. The comprehensive specification also features adaptive airbags, knee and side airbags as well as seat belt tensioners and a tyre-pressure monitoring system.

The exclusive standard equipment includes semi-aniline-leather-upholstered carbon-fibre bucket seats which can be individually adapted to the driver and front passenger by means of differently sized seat pads; dual-zone automatic air-conditioning; a high-quality BOSE premium sound system; a multifunction sport steering wheel with gear-change paddles, and a navigation system with integral radio and CD player.

—-  Specifications  —-

Price     –
Production –
Engine     5.5 liter V8
Weight     –
Aspiration     supercharger
Torque     575 lb-ft
HP 626 hp
HP/Weight –
HP/Liter 113.8 hp per liter
1/4 mile –
0-62 mph 3.8 seconds
Top Speed 206 mph

The BMW Compact was a compact car / small family car, basically a truncated liftback version of the BMW 3 Series, produced by the German automaker BMW between 1993 and 2004. The wheelbase remained the same as the full-size sibling. From 1994, it was based on the BMW E36 platform, switching to the BMW E46 platform in 2001. Production of BMW Compact ceased in 2004 when it was succeeded by the 1 Series.The car was available in 316i, 316g (compressed natural gas), 318ti, 318tds (diesel) and later as a 323ti. The title ‘Ti’(Touring International) used on the more powerful versions, harking back to the ti models of the sixties.

E36/E

The BMW E36/5 Compact shares its suspension with the BMW Z3, M Coupe/Roadster, which has E36 front suspension and rear suspension based on the E30. From front bumper to A pillar, the Compact looks identical to the E36 sedan, sharing both front fenders, bumpers, lights and the hood.

In order to save space, the E36/5 made use of a smaller semi-trailing arm rear axle derived from the older 3-series (E30). The inherent design of the trailing arm suspension was that it favoured oversteer. Consequently, the Compact received mixed reviews from the automotive press, some claiming the chassis was the most balanced of the E36 range, while others said that the car wandered and darted in a straight line, and was uncomposed in the corners.

Trims

In North America, these models were equipped with a 1.8 litre, 138 bhp (103 kW) four-cylinder M42 engine for the 1995 model year. In 1996, the engine was expanded to 1.9 liters (M44), a treatment given to all 318i/318is. As some changes were required to make the car compliant with OBD-II, power curve adjustments occurred at the same time. European buyers had the option of a smaller 1.6 litre engine, a four-cylinder diesel, and German buyers had the exclusive and rare 323ti option with a 2.5L, 170 hp (130 kW) Inline-6.

The interior was all BMW: apart from a simple one piece dashboard, it shared the same seats and trim as the full-sized 3-series. 318ti came in different trim levels, including the base, Active and Sport. Sport package is similar to the ones offered to coupe/sedan models, giving the car the suspension upgrade, colour coded bumpers, foglights, alloy wheels, sport seats and the like. Active package offered comfort items such as OBC(On-board computer), cruise control, sunroof and remote keyless entry.

The Clubsport edition was only offered in the model year 1995. It received the treatment of BMW Individual, much like the 1995 M3 lightweight and 1995 BMW E34 540i M-sport. The car had upgraded suspension, limited slip differential, sport seats, and full M-aerodynamic package including front and rear bumpers as well as side mirrors. It should be noted the Sport package for 1995 318ti had all the performance upgrade with no exterior distinction from the base model. Starting 1996, the sport package included the M-aerodynamic package like the Clubsport model, with the exception using the standard side mirror. Also there is a rare California edition of the vehicle, introduced in 1996, featured a Webasto style folding canvas roof reminiscent of those used in the Citroën 2CV. 1999 is a unique year for 318ti in US, since the introduction of E46 sedan/coupe models, BMW has made a decision not to offer the four-cylindered cars available to the rest of the world. All 1999 318ti’s came with the sport package. It is the rarest and most sought after of the E36 318 lineup by enthusiasts, being the lightest, fastest, best handling and least expensive.

To celebrate the 50th birthday of the German automobile magazine “Auto Motor und Sport”, BMW M GmbH handbuilt (at least) one M3 compact. The car embodied all the technical and optical characteristics of the stock E36 M3, but in the compact body, and more. A quad exhaust tip, Recaro sports seats, four-point seatbelts and an alcantara steering wheel and gear lever were specific for this model. The car was donated to the automobile magazine, but there are no details of the car’s present whereabouts.

Sales

The car was offered in the United States and Canada for model years 1995 through 1999. Despite being reasonably priced, starting at $19,900, the 318ti never enjoyed popularity in North America, selling much better in Europe. While consumers desired a less expensive BMW, two factors conspired to keep sales low in the US. First, the US market only sporadically supports the hatchback body style. Second, the SUV craze was beginning to surge.

The E36 automobile platform was the basis for the 1991-1999 BMW 3 Series entry-level luxury car / compact executive car. It was the successor to the BMW E30 and was eventually replaced by the BMW E46 in 1999. The 4 door models were discontinued for 1999. Replacing it was the all-new E46. The 2 door E36 was still made for the 1999 year. So in 1999 you could only choose between a 2 door E36 and a 4 door E46. In 2000, the E36 was officially discontinued. The E36 was introduced in late 1990 (1991 model) for Europe and as a 1992 model for US and Canada.

E36 experienced enormous success in the market. It laid strong foundations for the success that the BMW E46 experienced in subsequent years.

Also known as the “Dolphin shape.” The E36 was sold from 1991 through 1999. It employed the “Z-axle” multilink suspension in the rear which had been proven in the Z1. DOHC engines were used across the range, with VANOS variable valve timing introduced in 1993.

The four-door E36 was sold from Autumn, 1991, in the United States but the E30 coupes were retained until well into 1992. The E36 convertible was delayed until 1994. The hatchback 318ti Compact was introduced in 1995, was very popular in Europe, but it was not very successful in North America. The BMW Compact was identical to the regular E36 sedan from front bumper to A-Pillar. Everything else was unique, namely its rear semi-trailing arm suspension, based on the old E30, instead of the Z-Axle Multilink employed in all other E36’s. The Z3 and M Coupe have similar rear suspension setups as well. The “Touring” station wagon was sold in Europe from 1995, but was not offered in the United States.

The 2.5 L M50B25 used in the 325 models was replaced in 1996 with the 2.8 L M52B28, creating the 328 line. Another 2.5 L engine, the M52B25, was reintroduced for 1998 but the cars were sold as 323 rather than 325.

The debut of the ’09 Hyundai Genesis at the 2008 Detroit Auto Show just might prove that the Korean carmaker can play hardball in the premium sport sedan market. But how will the public receive its styling? With less-than-subtle references to Acura and Infiniti inside and out, we’re not sure if the Genesis is distinctive enough to stand out in this very competitive segment. But considering its impressive spec sheet and, more remarkably, its sub-$30,000 price tag, Hyundai’s big new entry will offer a lot of car for not a lot of cash when it goes on sale this summer—unparalleled value in an upscale market.
Hyundai crafts a rival to the world’s premier sports sedan. Rear-wheel drive and high-output V8 engine deliver world-class driving experience.

Hyundai aims to shatter premium automobile paradigms with the North American International Auto Show introduction of its new flagship, the all-new Genesis sports sedan. With capabilities and features comparable to the world’s leading premium sports sedans, Genesis will arrive at Hyundai dealerships this summer.

Genesis is built on Hyundai’s all-new, performance-driven rear-wheel-drive architecture. It offers three powertrains, including 3.3-liter and 3.8-liter V6 engines, and Hyundai’s all-new 4.6-liter Tau V8. The Tau will produce an estimated 375 horsepower using premium fuel and 368 horsepower using regular unleaded leading all competitors in specific output with 79.5 to 81.0 horsepower per liter. With technology rivaling more expensive luxury sedans, Genesis showcases features such as XM NavTraffic, Adaptive Front Lighting System (AFLS), Smart Cruise Control, Lexicon® audio systems and electronic active head restraints (for a full list of leading features, see page 8).

“While Genesis will compete for customers with cars like Chrysler 300 and Pontiac G8, our engineering benchmarks were Mercedes E-Class, BMW 5 Series, Infiniti M, and Lexus GS,” said John Krafcik, vice president, product development and strategic planning, Hyundai Motor America. “Genesis provides a potent combination of performance, luxury, and value. We think it has the opportunity to be an extremely disruptive force in the large sedan and near-luxury segments.”

Genesis ushers in a new era for Hyundai. Its all-new rear-wheel drive architecture will spawn more products in other segments, as suggested by the Concept Genesis Coupe shown at the Los Angeles Auto Show in November 2007.

NEW PERFORMANCE-DRIVEN REAR-WHEEL-DRIVE ARCHITECTURE

Genesis is built on an all-new rear-wheel-drive architecture, its first application in a U.S. Hyundai model. Genesis boasts a near ideal 53/47 front-to-rear weight distribution for exceptional handling and more refined steering characteristics. The rear-wheel-drive layout allowed engineers to position the car’s front wheels farther forward delivering outstanding handling and steering performance. Standard Electronic Stability Control (ESC), the industry’s most important new safety technology, further enhances the vehicle’s driving confidence. Hyundai leads all popular car brands in the standard application of ESC, with more than 70 percent of 2007 Hyundai sales featuring ESC as standard equipment.

Genesis reduces interior noise levels and improves ride and handling with a stiffer, lighter body structure. The use of high tensile steel in critical areas in the unibody provides Genesis with 12-14 percent higher dynamic torsional rigidity and a lower body structure weight than the BMW 5-series and Mercedes-Benz E-Class – despite having a substantially larger cabin than either of those benchmarks. Hyundai Genesis has more interior volume than Mercedes Benz E-Class and BMW 7-Series.

WORLD-CLASS Tau V8

Headlining the Genesis’ performance capabilities is Hyundai’s all-new Tau 4.6-liter V8 engine mated to a ZF 6-speed automatic transmission with SHIFTRONIC® manual control. The Tau V8 delivers an estimated 375 horsepower to fit the demands of performance-oriented consumers. This powertrain combination will launch Genesis to 60 miles per hour in less than six seconds. The Tau produces more horsepower and torque than the powerplants found in Lexus GS460, BMW 750i, Audi A8 and Infiniti M45 and has more horsepower per liter than any of its V8 competitors. The Tau engine is built with flexibility for the future. Future Tau variants may offer larger displacement, forced induction options and other technology enhancements.

STRONG LAMBDA V6 PERFORMANCE

Genesis also delivers spirited performance through its two V6 options — all-aluminum 3.3-liter and 3.8-liter DOHC V6 engines that deliver an estimated 264 horsepower and 233 lb-ft. of torque and an estimated 290 horsepower and 264 lb.-ft. of torque, respectively. To maximize the power spread, the engines utilize Continuously Variable Valve Timing (CVVT) on intake and exhaust cam shafts and a new Variable Intake System (VIS) that helps cylinders breathe efficiently at low and high RPM. The better breathing results in outstanding off-the-line acceleration and passing performance, and remarkable fuel efficiency. The V6 engines use an alloy block and cylinder heads for lighter weight and thermal efficiency, and feature timing chains with no scheduled maintenance.

Even with their impressive output, all Genesis engines are also environmentally friendly, with all three achieving Ultra Low Emission Vehicle (ULEV) certification levels.

ADVANCED 6-SPEED TRANSMISSIONS

Both Genesis V6 engines use an Aisin 6-speed SHIFTRONIC automatic transmission that features an overdrive lock-up torque converter for improved highway fuel economy. The transmission offers smooth shifts and a wide spread of ratios that ideally suit both engine’s characteristics including a tall-overdrive sixth gear for quiet, efficient highway cruising. Drivers can access the SHIFTRONIC® feature by moving the gear selector into a separate gate. Pushing the selector forward or pulling it rearward will shift the transmission up or down sequentially, adding to driver control. A clear LCD readout on the instrument panel shows the gear that’s in use.

The Tau V8 Genesis is mated with an enhanced, high-output ZF 6-speed transmission to handle the added horsepower and torque.

Genesis features a suspension design that is among the most sophisticated and refined anywhere, at any price. The front five-link suspension features upper and lower arms linking the front wheels to the chassis. This artfully articulated arrangement creates a virtual king pin axis that dramatically reduces unwanted kickback through the steering wheel as well as improving responsiveness. The five-link independent rear suspension is equally sophisticated, enabling precise suspension geometry for a premium ride and engaging handling prowess. The capabilities of the advanced front and rear-suspension are maximized through Amplitude Selective Dampers (ASD) allowing tuning flexibility at smaller damper displacements. The ASD suspension provides:

· Improved ride comfort with more body / wheel control
· Increase driving comfort without compromised handling
· Optimizes road surface contact
· Technology used in Lexus, BMW and Mercedes-Benz models

PROGRESSIVE DESIGN MIRRORS ATHLETIC CAPABILITY

Genesis’ design is a progressive interpretation of the modern rear-wheel drive sports sedan. To match its dynamic capabilities, Genesis combines strong, sculpted forms which integrate precise details, natural materials and innovative lighting to provide a well-crafted, premium design aesthetic.

HIGH-TECH ACCOMMODATIONS AT ACCESSIBLE PRICE POINTS

The new 2009 Genesis is the most advanced Hyundai ever. From its design and spaciousness to its technology and appointments, it delivers a wealth of features and performance befitting flagship European and Asian brands, but delivers them at a much more accessible price point. Starting with its Lexicon state-of-the-art audio system featuring LOGIC 7® technology, Genesis offers an extraordinary combination of technology, premium appointments, and value. Standard is a soft-touch instrument panel with woodgrain accents, Bluetooth® hands-free mobile phone interface, and USB/iPod® auxiliary inputs. A state-of-the-art navigation system with an eight-inch display is available. The navigation unit is accessed by a user-friendly multi-media controller that also controls the radio. Backing out of tight spaces and avoiding mishaps is much easier with the available backup camera that uses the eight-inch display to show the driver a clear view immediately behind the car.

A leather-wrapped dash, door panels, and console lid surround the driver in a luxurious environment, while heated and cooled driver’s seat provides optimal driving comfort. An automatic windshield defogger with humidity sensor and rain-sensing wipers allow crystal clear sight lines. No other car in the segment offers an ultraviolet reflective leather steering wheel, which keeps the surface cool to the touch, even in scorching sunlight. Genesis also offers the conveniences of power rear sunshade, automatic electronic parking brake, proximity key and push button starter.

LEXICON® AUDIO SYSTEMS TEAM WITH XM, HD RADIO™,
and APPLE TO OFFER UNRIVALED AUDIO PERFORMANCE AND CHOICE

Rolls Royce Phantom and Hyundai Genesis are the only automobiles to offer a Lexicon-branded state-of-the-art audio system featuring LOGIC 7® technology. The Lexicon® surround sound audio system includes a 12-channel digital amplifier and 17 speakers producing more than 500 watts of sound in 7.1 discrete audio. Genesis is also the first popular brand to offer the clarity of digital HD Radio technology from the factory. Navigation-equipped Genesis models also include a 30-gigabyte hard drive and XM NavTraffic. Like every 2009 Hyundai, Genesis comes standard with XM Satellite Radio. Auxiliary USB and iPod® inputs allow drivers to fully control and charge iPods directly from the head unit.

ADVANCED LIGHTING TECHNOLOGY

The 2009 Genesis offers Xenon high-intensity discharge (HID) headlights. The advantages of HID headlamps include greater lighting power, daylight-type lighting and reduced power consumption. In addition, the cut lines of the new HID headlights are extremely precise, providing maximum nighttime visibility without distracting other drivers. The lamps also feature an auto-leveling function which keeps the headlights level regardless of how the vehicle is loaded with passengers or cargo. Genesis also offers an Automatic Front Lighting System that allows the headlamps to automatically swivel for better visibility when cornering.

NEW TECHNOLOGIES DELIVER IMPROVED SAFETY PERFORMANCE

Maintaining Hyundai’s emphasis on delivering leading safety technology, Genesis boasts world-class active and passive safety features to help both prevent accidents, and maximize the well being of its occupants in the event of a collision. The Genesis continues the Hyundai tradition of standardizing key life-saving safety technology such as Electronic Stability Control (ESC), eight airbags and electronic active head restraints.

Genesis’ total of eight airbags include advanced dual front airbags, front and rear seat-mounted side-impact airbags, and roof-mounted side curtain airbags for both front and rear outboard seat occupants.

An electronic active head restraint system will debut on the 2009 Hyundai Genesis. Hyundai is the first popular brand to offer electronic active front head restraints, an improvement over mechanically based active head restraint systems. Until now, electronic active head restraints could only be found on select Mercedes-Benz, BMW and Lexus models. Active front head restraints have been proven by the Insurance Institute for Highway Safety to help prevent whiplash.

Genesis has a total of 8 ultrasonic sensors located on the front and rear bumpers. The sensors along with the rear backup camera help detect how close objects are when parking. Distance is indicated on the in-dash screen and accompanied by an audible warning tone.

Forward-looking radar is used in Genesis’ Smart Cruise Control system. Smart Cruise Control adjusts vehicle speed to maintain distance from the vehicle ahead in the same lane.

Genesis is brought to a halt by large four-wheel anti-lock disc brakes with Brake Assist and Electronic Brake Distribution (EBD). The 12.6-inch front rotors have single-piston floating calipers and the rear brakes feature 12.4-inch rotors with single-pistons on V6 models. Twin-pistons and larger rotors are featured on V8 models.

WARRANTY

The all-new 2009 Hyundai Genesis is protected by the Hyundai Advantage, America’s Best Warranty™. Coverage includes five-year/60,000-mile bumper-to-bumper protection, 10-year/100,000-mile limited powertrain warranty, and seven-year/unlimited mileage anti-perforation coverage. In addition, Genesis buyers receive 24-hour roadside assistance coverage at no extra charge for five years (no mileage limit) and that service includes emergency towing, lockout service and limited coverage for trip-interruption expenses. There is no deductible on any of these coverages.

TECHNOLOGY

· Electronic active front head restraints
· Electronic Stability Control
· Eight airbags
· Heated / cooled seats
· High Intensity Discharge (HID) headlamps with adaptive leveling
· Adaptive Front Lighting System
· Push-button start
· Navigation with backup camera
· Electric parking brake
· Standard Bluetooth technology
· iPod/USB auxiliary inputs
· HD Radio™ receiver
· XM Satellite Radio® with NavTraffic
· Lexicon® Discrete Surround Audio Systems
· Automatic windshield defogger with humidity sensor
· Rain-sensing wipers
· Smart cruise control
· Five-link front and rear suspension
· Tau V8 engine
· 6-speed transmissions

Chris Harris puts the new Porsche 977 GT2 to the test, but will it preform as good as the Corvette Z06.

The 2008 Porsche 911 GT2 (977)

Ever since the introduction of the Porsche 911 GT2 (993 series) in 1994, the GT2 has been a statement to the true potential of the current 911 chassis.  The formula is simple: jam a hopped-up version of the current 911 Turbo engine in the lightweight RWD chassis, pull off some creature comforts and voila, you have a serious piece of automotive hardware.  With the debut of the 997 GT2, not much had changed from Porsche’s original philosophy.

From the outset the goal of the engineers in Zuffenhausen was to surpass the performance of the 911 Turbo and the sportiness of 911 GT3.  In addition Porsche wanted to implement “pure driving dynamics” at the highest level.  Aerodynamically the downforce generated has been increased significantly across both axles, and more importantly, balanced.  Up front this is accomplished with a front bumper spoiler lip and a small vent in front of the hood.  Out back the rear wing profile is much more dramatic and integrates a ram-air induction system for the engine.  Remarkably the coefficient of drag has been reduced from 0.34 to 0.32 even though more cooling is required and more downforce is generated.

Under The Hood:
Underneath the monster wings lies a 3.6 liter DOHC Flat-6, equipped with no less than 9 oil pumps and featuring a radical new expansion intake system and a titanium silencer.  The expansion intake system takes advantage of air cooling as it expands, reducing fuel consumption by up to 15%.  Porsche’s VarioCam Plus system is used to continuously vary both valve timing and valve lift.  Feeding air into the engine are two Garrett VGT (variable geometry turbine) turbochargers, boosting 1.4bar of intercooled air into the combustion chambers.  The result is 530hp @ 6,500rpm and 501 lb-ft @ 2,200rpm and coincidentally the acceleration is staggering.  0-60 is dismissed in 3.7 seconds and a top speed of 204mph is possible.

To ensure that drivers not named Walter Rohrl can achieve these results, the GT2 is fitted with a launch control system.  When engaged the system holds the engine at 5,000rpm until 0.9bar of boost is built up, then the clutch is engaged as quickly as possible and wheelspin is mitigated by the traction control system.  Further technical wizardry is employed with the use of PASM (Porsche Active Stability Management) for the first time on a GT2 model.  This system incorporates a braking/throttle control, traction control and an anti-lock braking system to form one of the most highly respected stability programs in the industry.

The Verdict:
Settings have been specifically tuned for the extremely sporty nature of the GT2 and it can be completely disabled for those brave enough to drive without it.  One thing has always been guaranteed when you buy a Porsche is that it will have world-class brakes.  Of course the 997 GT2 is no exception, featuring PCCB (Porsche Ceramic Composite Brakes) measuring 380mm up front and 350mm out back.  The battle tested 6-speed manual transmission from the 997 GT3 Cup is standard, with GT2 specific gear ratios to take advantage of the monster torque curve.  So what does all this add up to?  Well let me sum it up in a simple equation: 2008 Porsche 911 GT2 + Walter Rohrl + Nordschleife = 7:32 lap time.

The new Z06 arrived as a 2006 model in the third quarter of 2005. It has a 7.0 L (7,008 cc/427.6 CID) version of the small block engine codenamed LS7. Officially certified output is 505 hp (377 kW). Its performance is significantly better than the Ford Mustang and comparable to the Dodge Viper SRT-10. Official performance figures indicate that the Z06 can reach 60 mph (97 km/h) in just 3.4 seconds from a standing start in first gear, hitting 0–100 in about 7.3–8.2, with a quarter mile time of 11.4 and a top speed of 198 mph (electronically limited). In the summer of 2005, GM and Corvette Racing driver Jan Magnussen brought the new Z06 to the Nürburgring in Germany. Magnussen drove the Z06 to a time of 7:42. In their March 2007 comparison, Car and Driver selected the Corvette Z06 as the winner of their three-way comparison test of performance cars, with the Porsche 911 GT3 finishing second and the Lotus Exige S third.

Corvette Z06

In addition to the larger engine, the C6 Z06 has a dry sump oiling system, ensuring proper engine lubrication during periods of high (lateral) acceleration and allowing the engine to be mounted low inside the chassis. Connecting rods made out of titanium further lighten the reciprocating mass of the engine while being stronger than the steel rods they replace.

In a radical departure from anything Chevrolet has ever done before, the primary structural element of the C6 Z06 is aluminum instead of steel as on the non-Z06 cars. The hydroformed aluminum frame remains dimensionally identical to its steel brethren but is significantly lighter. The front fenders are made of carbon fiber to reduce weight, while wider rear fenders allow for the wider tires necessary to deal with the engine’s increased power. For an additional mass savings of 6 kg, the Z06 replaced the base model’s aluminum engine cradle with one made from high pressure die cast magnesium. The Z06 officially weighs 3130 lb (1421 kg), giving it a power to weight ratio of 6.2 lb/hp (3.8 kg/kW or 361 bhp (269 kW) per tonne). The C6 Corvette Z06 is the first 500+ hp production car to avoid the U.S. government Gas Guzzler tax.

The Z06 was the official pace car for both the 2006 Daytona 500 and the Indianapolis 500 race. The special Pace Car edition Z06 was unveiled at the Los Angeles Auto Show in January. It was also awarded to St. Louis Cardinals shortstop David Eckstein as his prize for being the 2006 World Series MVP, although Eckstein does not know how to drive a stick. The 2007 Z06 was also one of Automobile Magazine’s “Automobile All-Stars” for 2007.

The 2007 Z06 had minor changes including retuning of the suspension after some magazine test drivers announced the suspension did not perform up to their original estimates. Chevrolet announced the models were pre-released, and for 2007 they would retune the damping. In more recent tests the Corvette has shown improved driveability and track manners.

In 2008 the Z06 received the new TR6060 six speed manual transmission, which replaces the T-56. The steering rack was improved, and the interior plastic bezel was improved. An optional full leather interior (option 3LZ) also became available in limited quantities due to constraints.

The Fiat Seicento is a city car produced by the Italian company Fiat, introduced in late 1997 as a replacement for the Fiat Cinquecento. The Seicento did not differ much from its predecessor, retaining the same engines, chassis and general dimensions, although it did gain a minor 9 cm in length (total length of 3.34 m). The design was similar too, in which the Seicento kept the same 3-door hatchback body, instead of the 5-door mini MPV look seen on many Korean city cars. Like its predecessors, the Cinquecento and Polski Fiat 126, the Seicento is built in Fiat’s factory in Bielsko-Biala, Poland. From 1998 to April 2004, 1.1 million examples of the Seicento had been produced.

The Seicento name was intended to celebrate the 50th anniversary of the Fiat 600, Seicento being the Italian word for this number.

EuroNCAP performance

In EuroNCAP crash tests, the Fiat Seicento was only awarded a 1.5 star rating, and fractionally beat the worst contenders in the history of EuroNCAP, namely the Rover 100 and the original Chrysler Voyager MPV .[3] This is not so surprising, as the car has an extremely short front-end and keeps many components from its predecessor, originally conceived in 1991.

In comparison, another small car, the Smart Fortwo (which has a shorter front end), earned three stars in the crash test.

Versions
Trims/Equipment

Fiat Seicento Sporting with optional full length electric canvas hood.

At launch, the Seicento was available with three trim levels; a basic ‘S’ with black bumpers and spartan equipment and initially the 899 cc engine; an ‘SX’ model, a slight upgrade over the ‘S’ with colour coded bumpers, electric windows, central locking and a sunroof – which was also available as a ‘Citymatic’ with a clutchless manual gearchange – and a ‘Sporting‘ with the larger FIRE engine mated to a close-ratio gearbox, and anti-roll bars added. Cosmetically, this version gained 14″ alloy wheels, sports seats and bodykit with optional Abarth 14″ wheels and side skirts also available.

In 1999, the FIRE engine was used in the special ‘Suite’ version, which came with air-conditioning. A special edition ‘Soleil’ model was available in some markets, which was based on the ‘SX’ model but came with a full-length electrically-folding fabric roof.

After the 2001 update, all cars were given clear indicator lenses, with the Sporting model getting a restyled bodykit. Cars built from this period also come with an anti-lock braking system. A ‘Michael Schumacher’ edition of the Sporting, with the Abarth styling kit, was also launched at this time to celebrate the Ferrari driver’s Formula 1 success.

In 2004 the model was withdrawn from the UK market and production of right hand drive models ceased. The left hand drive model was facelifted gaining a new shape of wheel rims and the introduction of the new Fiat logo in the rear.

Then, in 2005 the name seicento was replaced by 500 (in occasion of the 50 anniversary of the glorious first edition, in 1955) together with some changes in the front and in versions dotations: now the name Fiat is written on the seats. The new versions now are named “Class” and “50 annivesary”, thus reminding the strict relationship between this model and the previous one.

The Seicento is available with two engines: the old 899 cc OHV (29 kW / 40 hp) engine used in early base S and SX models (which was removed from West European markets due to emissions regulations), and the 1108 cc FIRE (40 kW / 54 hp and used in the Sporting version since launch), was fitted universally with multi-point fuel injection from 2001, replacing the old pushrod units. There was also a version with an electric engine (30 kW / 41 hp).

Tuning

German tuner Novitec created a special edition of the Fiat Seicento, adding a turbocharger and six-speed gearbox to the little car. The German tuner is able to extract 101 hp (74 kW) from the 1242 cc FIRE engine.

Future replacement

No official replacement plans are known at the moment. The Seicento will continue to be produced alongside the Fiat Nuova 500, which was officially presented to the press in July 2007.

The Škoda Fabia is a small 5-door hatchback built by Škoda Auto and is the first model to use the VW Group’s A00 platform, which it shares with Volkswagen’s Polo and SEAT’s Ibiza. It replaces the Felicia, which was discontinued in 2001. The car is also available in estate or saloon styles.

The range starts with the 1.2 6v Classic (which is cheaper than Volkwagen’s smaller 3-door 1.0 Lupo) to the 1.9 PD TDi vRS.

The Fabia was launched in 2000 with an array of engines, body styles and trims. The Fabia is available in hatchback, estate and saloon models. The hatchback most closely resembles Volkswagen’s own Polo, and is by far the most popular model. The estate has proved rather popular in its own right, despite estates based on smaller cars not being globally popular. The saloon variant is a classic three-compartment Limousine with a protruding boot. The saloon is much less popular than the other two body styles, especially in some markets where saloon cars are not popular, such as the United Kingdom. The Fabia will cease to be produced in December 2006.

Part of the Fabia’s success is the fact that all of its mechanical parts are developed by or in conjunction with Volkswagen, but are offered in a package that is priced to undercut other models in the Volkswagen Group. The only trace of non-VW Skoda left in the Fabia is the 1.4 8v “MPI” Engine, which was a modification to Skoda’s own 1.3 engine, and was used in pre-Volkswagen Skodas such as the Favorit.

Later in the Fabia’s life the mid-range Comfort Model was dropped for the name Ambiente to fit in with the rest of the range. Other models include and included the Ambiente, Ambiente SE, Blackline, Silverline, Sport, Bohemia (Estate) and vRS. Various safety features and minor changes were made over time. Easy and Junior models are sold in Eastern European markets where budgets are lower. Some of these Fabias do not even have painted bumpers or gloveboxes. Also sold in such markets is the Fabia Praktik, which is a van version of the Fabia with the rear windows and seats removed. A lesser powered version of the 1.4MPI with just 60BHP is also sold in Eastern Europe.

In 2005 the Fabia received a facelift, with changed front fog lights and grille, slightly different rear lights, new steering wheel and revised specification levels. Also the vRS had its final gearbox ratio changed. Most importantly the Sport model was added, with the 75hp 1.4 petrol being offered with a manual transmission. This engine was quickly dropped for the 1.2 HTP, which was not as powerful but is a much more free revving engine giving a more sporty feel, the sport also had its specification changed to include red seat belts and sunset privacy glass from the B Pillar to the rear.

Again in 2006 the Fabia range shown at Geneva along side the new Roomster model will have minor specification revisions. These include a center rear head rest, a central 3 point seatbelt and an additional 4 bodywork colours. The 1.4 16v 75BHP Engine is to be replaced with a more powerful 1.4 16v 79BHP engine.

Škoda Fabia vRS

The range-topping Fabia vRS, while not the first diesel hot hatch, is the first exclusively diesel hot hatch, having no petrol equivalent. The engine is VW Group’s 1.9 litre Pumpe-Düse Turbocharged-Diesel producing 96 kW (129 hp) and 229 ft·lbf (310 Nm) at 1900 rpm, with a six speed manual gearbox.

Official figures state 0 to 100 km/h (62 mph) takes 9.5 seconds, but many motoring magazines have timed this to be less than 8 seconds. The in gear acceleration times are 50-70 mph in 5.6 seconds, quicker than BMW’s 330i which needs 6.0 seconds. 20-40 mph in 2.4 seconds is as quick as the Lotus Elise 111R. Despite this the Fabia vRS can achieve better than 5.4 l/100 km (45 MPG US). The vRS was shown to be quicker than a similarly priced MINI Cooper around Top Gear’s and Fifth Gear’s test tracks.

Features

Distinct, Skoda have stuck to their guns with a chromed front grill and badge. The scooped front bumper oozes style, complimented with a small rear wing. The body is wrapped with a slightly curved rear hatch – that opens to reveal plenty of room for the shopping or overnight bags.

Subtle in metallic black, there are a couple of things th