2007 GMC Sierra Denali

At this moment, the 2007 GMC Sierra Denali is the most powerful pickup in regular production that money can buy.Dodge let the insane Ram SRT-10 fade away last year, Ford hasn't built the beloved F-150 Lightning since 2003 and the newly muscular Toyota Tundra is more than 20 horsepower behind. In fact the only open-bed contraption that matches the Sierra Denali pony-for-pony is the Cadillac Escalade EXT, which shares GM's 403-horsepower, 6.2-liter OHV V8 and six-speed automatic transmission.But the short-bed Escalade EXT with its coil-spring live axle might as well be a wimpy sport-utility, while the GMC Sierra Denali has a separate 5-foot-9-inch cargo bed behind its four-door crew cab, plus a pair of beefy leaf springs supporting its rear axle. And while the Cadillac is rated for just a 1,362-pound payload and can tow only 7,600 pounds, the Sierra Denali can handle up to 1,719 pounds and tow 8,500 pounds.The 2007 GMC Sierra Denali is GM's top-of-the-line luxury pickup, but it emphasizes the truck part of the equation as much as the luxury part. It's for well-heeled buyers with an indulgent sense of comfort and convenience who nevertheless insist that a truck retain its ability to do hard physical labor.Think of it as the perfect truck for the contractor who actually loves his job and happens to have hit the Lotto. And just bought a boat.

Familiar Pieces, Not So Familiar Quality

Most of what makes up the Sierra Denali's substance has been seen before on other GMC trucks and SUVs. The basic frame, body and cargo box all come from the regular Sierra Crew Cab. The interior is practically a direct lift from the front two-thirds of the Yukon XL Denali's cabin. And the engine and transmission come straight out of the Yukon Denali. It's all familiar stuff, but it's also all the best stuff GM installs in any truck.At first glance, the Sierra Denali's only unique elements are the massive, plastic front grille done in blindingly bright fake chrome, the deep, front bumper cover incorporating large circular driving lamps, and the unique 18-inch wheels. (Optional 20-inch wheels were fitted to this test vehicle.) Previous editions of the Sierra Denali came only with all-wheel drive, but the new 2008 model is offered with either two- or four-wheel drive. And to maximize confusion (at least through 2007), GMC is also selling the previous-generation, all-wheel-drive Sierra Denali alongside this new one — one name, two very different trucks.All these good pieces are put together with noticeable care in the new-generation Sierra Denali. Every body seam on the test truck appeared perfectly aligned; the doors shut with authoritative thuds and fit closely and evenly to the body; the plastic surfaces in the interior were well textured, neatly shaped and there was no sign of casting flash; the leather upholstery was both supple and neatly stitched; and nothing fell or broke off. While the reliability of GM's new trucks and cars is yet to be proven, it's obvious that the company has recently taken a massive step forward in the precision of its assembly practices. Hallelujah.

The Luxury of Power

The GMC Sierra Denali is the only pickup available with GM's 6.2-liter Vortec V8, and you'll understand its personality as soon as it starts and settles into an idle with a delicious burble.This isn't a hard-edged performance machine like a Lightning or Ram SRT-10, but instead a truck with a sophisticated, sweetly composed drivetrain. The engine pulls seamlessly from just off idle to its 6,000-rpm redline and is perfectly matched to a six-speed automatic transmission that shifts with velveteen smoothness. There's a small switch on the column-mounted shift lever for manual shifts, but left to its own devices, this 5,309-pound two-wheel-drive truck hauls to 60 mph in just 6.5 seconds and rips through the quarter-mile in 15.0 seconds at 92.1 mph.This is much quicker than the Lincoln Mark LT, which takes 9.6 seconds to get to 60 mph and then reaches the quarter-mile in 17.1 seconds at 80.9 mph. It's even noticeably quicker than the Cadillac Escalade EXT that gets to 60 mph in 7.0 seconds and runs the quarter-mile in 15.5 seconds at 90.6 mph.But the GMC Sierra Denali is not the quickest truck on the market. That title is held by the new Toyota Tundra with its 381-hp, 5.7-liter V8. In our testing, the four-wheel-drive Tundra Double Cab pounds to 60 mph in just 6.3 seconds and runs the quarter-mile in 14.8 seconds at 93.7 mph, even though it weighs 328 pounds more than the Sierra Denali.Sometimes power isn't enough to guarantee dominance. Or maybe either GMC or Toyota or both are wrong about the power numbers they're publishing.

A True Luxury Interior, a True Truck RideWith its dash, front seats and door panels all taken straight out of the Yukon XL Denali, the Sierra Denali's interior is easily the most comfortable and luxurious GM has ever put into a pickup truck. Those front seats are relatively flat, but almost infinitely adjustable, exceptionally well upholstered, and heat up with Toastmaster-brand efficiency on cold mornings. Also, the bin between those seats can swallow armfuls of cargo and is elegantly capped with leather to form the center armrest.As in the Yukon Denali, the dashboard itself looks as if it has been lifted from a luxury sedan. The center stack is topped by GM's relatively straightforward navigation system and below that are the occasionally frustrating dual-zone ventilation controls. The fake wood is so good that you can get away with telling your passengers that it's real.In short, the comprehensively equipped Sierra Denali offers an excellent driving environment. And the backseat is roomy enough so that if the kids can't get comfortable back there, they should have moved out of the house and signed contracts with the Denver Nuggets long ago.But a luxury environment isn't the same thing as luxury manners. The Sierra Denali rides like the pickup truck it is, and there's significant impact harshness from the rear suspension when you drive over bumps and divots, while the steering feels numb and uninteresting.With massive P275/55R20 Goodyear Eagle LS2 tires at each corner, there's plenty of adhesion to keep the truck balanced in the slalom even with the StabiliTrak stability control system turned off, and the truck's admirable 57.9-mph performance shows it. At the same time, the mix of low-profile tires and a heavy-duty truck suspension is always an uneasy one. This is particularly apparent on California's concrete freeways where the rear end can bounce along with the undulations to produce an agonizing harmonic that makes it impossible to have a conversation inside the cab.

Bring Your Own Bedliner

With a base price just five bucks shy of $40K and an as-tested price of $45,370, the Sierra Denali ought to come with everything and then some. After all, any truck that costs $45 grand ought to be two trucks.But among the equipment that should be aboard, but isn't, is a bedliner of any sort, a chrome exhaust tip of some sort and a sort of opening rear window. GMC lets its dealers grab some additional profits by fitting the bedliner and exhaust tips themselves, but GM's engineers should be clever enough to engineer a sliding rear window that also includes an in-glass defroster.Ultimately, however, the GMC Sierra Denali is a confident, muscular and yet sweet-natured luxury machine that rides and works like the pickup truck it is. It's not the only pickup truck GMC sells, but it might be the best one.

Lotus Exige S

A small lightweight sportscar weighing just 935 kg (2057 lbs), powered by a 162.5 kW (218 hp, 221 PS) high revving supercharged engine, giving a zero to 100 km/h time of just 4.3 seconds (0 – 60 mph in 4.1 seconds). It comes straight off the production line and isn’t an “aftermarket special”.
Is this the quickest ever real-world production car? It is certainly the quickest Lotus production car - so far!
The Lotus Exige S is the latest addition to the Exige range and is a real sportscar that redefines the term “Extreme Performance”. With 90.5 kW / litre (121.4 hp / litre, 123 PS / litre), it is one of most powerful production cars in the world for its engine size but most importantly it has full type approval for all the markets in which it will be sold. The Lotus Exige S is not a limited edition, nor is it an aftermarket special – it is manufactured from start to finish in the world leading and award winning Lotus Manufacturing facility at Hethel, Norfolk.
Because the basic car is so immensely strong but lightweight (935 kg, 2057 lbs), giving a power to weight ratio of 173.8 kW/tonne (233.2 hp/tonne, 236.4 PS/tonne), performance is phenomenal, with 100 km/h being reached from a standing start in 4.3 seconds (0 – 60 mph in 4.1 seconds) and 160 km/h (100 mph) being reached in 9.98 seconds (estimate) before topping out at 238 km/h (148 mph). In spite of this phenomenal performance the fuel economy is impressive with an official combined figure of 9.1 litres / 100 km (31.0 mpg) - extra urban is an impressive 7.2 litres / 100 km (39.2 mpg). Lotus believes that there is no car on sale anywhere in the world that has such good performance combined with such good fuel economy! Not that many customers will be buying this car principally for its fuel economy!!Being a Lotus, straight-line performance is not the most important factor, but every day driving on normal roads, or around a circuit is. There are very few cars on sale today that can match the speed, agility and safety of the Exige S in both day to day and track or circuit driving. However the Exige S is not just a track day warrior. It is a sportscar that would be at home on the back roads, freeways and autobahns, as well as on city streets. With an extremely "torquey" engine and the classic Lotus suspension set-up of soft compliant springs and firm controllable dampers, the driving experience is an uncanny combination of telepathic-like handling with a taught and comfortable ride. There is really no car that handles quite like a Lotus.
Clive Dopson, Managing Director of Lotus Cars says, “The Exige S represents the ultimate “extreme” production Lotus, with performance that trumps other supercars costing twice or even three times as much. That it does so with the fuel economy of a family hatchback, stands as a testament to the Lotus concept of performance through light weight. Its an unbeatable package and an unbeatable drive.

The Lotus Exige S in more detail:

The Driving Experience

For what is probably the quickest "real world" production car, the driving experience has to be pretty special. The lightweight composite seats with ProBax technology hug the driver and passenger giving the right amount of support and security to cope with acceleration, braking and cornering forces of well over 1g. The steering wheel is a small off-centre leather clad unit (both the airbag wheel and the non-airbag wheel) and is set in just the right position for comfort, driver dexterity and feedback. The gear stick is located just 15 cm (6 inches) from the steering wheel for quick, accurate and safe gear changes and the lightweight steel and aluminium pedals are located in just the right position for heel and toeing. The Lotus Exige S doesn't have a multitude of user adjustment to the wheel or seat position - Lotus believes that the driving position is pretty close to perfect anyway!What does acceleration feel like in a Lotus Exige S? First of all the feeling of acceleration is mildly addictive. Few vehicles, aside from racing cars, motorbikes and extreme theme-park rides, can pull this amount of g-force under acceleration, braking and cornering. This gives a safe, but fun (even exhilarating) experience that you can only get from such a finely honed sportscar.

The Engine

The heart of the Exige S is a Roots-type supercharger and air to air intercooler attached to the tried and tested 4-cylinder, 1.8 litre 2ZZ-GE VVTL-i engine. Using a development of the supercharger and intercooler package developed first for the already legendary Lotus Sport Exige 240R, the Exige S has peak power of 162.5 kW (221 PS, 218 hp) at 7800 rpm, 215 Nm (158.6 lb ft) of torque at 5500 rpm (but 80% is produced at just over 2000 rpm). Maximum engine speed is 8000 rpm (8500 rpm transient for up to 2 seconds). 162.5 kW (218 hp, 221 PS) is the figure that has been achieved by Lotus Engineers whilst retaining full vehicle type approval for the markets in which it is sold.
A slightly redesigned air intake and roof scoop has been added to the Exige S to ensure that the air to air intercooler works as efficiently and effectively as possible in all climates and environments. A single oval exhaust exits from the centre of the undertray.

Aerodynamics is the key

The Lotus Exige S uses the same aerodynamic package as the standard Exige. Like all Lotus cars, the Lotus Exige S isn't all about straight-line performance. The Lotus Exige S is one of the quickest cars on normal roads and also around a circuit. Key to this incredible performance is the aerodynamic package, which creates 41.2 kg (90.64 lbs) of downforce - 19.3 kg (42.46 lbs) at the front and 21.9 kg (48.18 lbs) at the rear - at 160 km/h (100 mph). This downforce ratio between front (47%) and rear (53%) is balanced and remains constant at the speeds of which the Exige S is capable.
This class leading aerodynamic package is provided through the contribution of the following components:
* Completely flat underside of the car - provided by the elegantly simple, strong yet light weight extruded and bonded aluminium tub
* Anodised rear diffuser which helps promote the "Venturi effect" underneath the car
* Deep front splitter, which sits just 108 mm (4.3 inches) from the ground (giving just enough ramp angle clearance) whilst still maintaining the aerodynamic properties and, of course, the aggressive stance.
* Fixed rear wing that is set at the optimum 11.5 degree anglefor the best compromise between downforce and drag.

The Legendary Chassis and Body

The Lotus Exige S is built around the revolutionary and award winning extruded and bonded aluminium tub, with a light weight steel rear subframe, as used in the Exige. The chassis tub itself weighs just 68 kg (150 lbs) and has a stiffness of 10,500 Nm per degree. The body of the Lotus Exige S remains unchanged from the Exige, as it is already a winning formula that is both effective and stunning to look at. However, the key body components of the rear wing, front splitter and side air intakes are body colour coded to differentiate it from its naturally aspirated cousin.
Closely Related to the Lotus Sport Exige GT3.
At the end of 2005, Lotus developed and built the Lotus Sport Exige GT3 to suit the new FIA GT3 sportscar championship regulations. Weighing in at just 750 kg and producing around 285 hp, the Lotus Sport Exige GT3 is suitable for this new power to weight ratio racing. The Lotus Sport Exige GT3 also uses a Roots type supercharger, an air-to-air intercooler (both are race prepared) and the 1.8 2ZZ-GE VVTL-I engine. The base engine and supercharger system is identical in the Lotus Exige S.So with the Exige S acting as the base, a competitive GT3 sportscar has been successfully developed!

Engine Down-Sizing is key to the Exige S

One of the key demands of the automotive industry is to produce engines with not only low emissions and good fuel economy but also extremely good performance. These two demands for performance and economy are not normally compatible unless there is a significant change in the engine development strategy.
Lotus Engineering's Powertrain Division, has been conducting extensive research into "engine downsizing". Engine downsizing is the concept of using advanced technologies to enable a small engine to produce the power and torque of a much larger engine, with the obvious reduction in weight, fuel consumption and emissions.
Lotus has recognised that there are changing market and legislative demands in this area, and has developed a solution to the problem: supercharging a high compression ratio and high speed engine.
Lotus Engineering had to ensure that there were minimal changes to the normally aspirated 2ZZ-GE engine, which arrives fully dressed from Toyota for the Exige and the Elise 111R. The lightweight 2ZZ-GE engine, with a compact metal matrix composite alloy cylinder block, is a perfect unit on which to conduct the necessary research, as it runs to a high 8500 rpm, with a very high compression ratio of 11.5:1. The only changes needed to be made to the engine were the addition of a low pressure supercharger (and the longer drive belt that this requires), the intercooler and a new intake manifold, plenum and induction system.
An electronic drive-by-wire throttle ensures the quickest engine response possible whilst keeping the emissions clean and as low as possible, to meet relevant legislative demands. The Roots-type supercharger (with a sealed-for-life internal mechanism meaning that it does not require the use of the engine's oil) is run from the crankshaft, and has an integral bypass valve for part load operation.Charge air (air under pressure from the supercharger) is cooled through an air to air intercooler (the cooling air enters via the redesigned roof scoop) before being fed into the engine itself. All charge air ducting has been kept as short as possible with large diameter pipes making sure that the bends in these ducts are not too tight, to the benefit of throttle response and efficiency.
The whole vehicle has been tested extensively around the world in hot and cold climates as well at renowned proving grounds and testing facilities.

The Lotus T4e Engine Management System.

The Lotus T4e Engine Management system is used in the Lotus Exige S. This engine management system has been programmed to optimise the supercharged engine. The lightweight C64 six-speed gearbox (with an aluminium casing) is fitted with the closest ratios and gearset afforded by the transmission. The gearbox offers a fast, precise and light gearshift, ensuring drivers have total control and flexibility to apply the power exactly as and when required.

Equipment and Options: ProBax Seats

ProBax seats help to significantly improve the postural position of the driver and passenger by maintaining the natural curvature of the spine, so improving comfort and improving the body's blood flow.

Touring Packs

The Touring Pack includes electric windows, black suede effect interior with leather highlights, full carpet set, high specification DAB Radio and CD/MP3 player, sound insulation, auxiliary front driving lamps and interior stowage net.The Super Touring Pack includes the contents of the Touring Pack plus an upgraded interior trim with driver and passenger airbags, high specification leather covered steering wheel, front speakers located in the fascia top panel, engine start button, trinket tray stowage unit, cup holder, leather handbrake sleeve, leather handbrake gaiter and gear shift knob and embroidered logo premium floor mats.

Sports pack

The Sports Pack includes switchable Lotus Traction Control (LTC) - see later for a full explanation of LTC. In addition, it is equipped with sports seats and a T45 steel roll-over hoop and harness bar for the aftermarket fitment of four point harnesses for track use only. The Super Sports Pack includes the contents of the Sports Pack plus black coloured ultra lightweight seven-twin spoke forged (6.5J front, 7.5J rear) alloy wheels (giving an unsprung weight saving of 2.7 kg (6 lbs) for each front wheel and 1.3 kg (2.8 lbs) for each rear wheel - compared to the already lightweight cast wheels), track suspension with Eibach springs and Bilstein one-way adjustable dampers - with a single adjuster for bump and rebound - and adjustable ride height), adjustable front anti-roll bar and a double-shear rear traction control arm brace.
Stand alone options: Lotus Traction Control and Limited Slip Differential
A switchable Lotus Traction Control System (LTC) is available for the Exige S. The LTC works through the Lotus T4e Engine Management System to reduce power when required to maintain traction. Unlike many traction control systems, LTC has been tuned to complement the skills of the driver without taking over. The Lotus LTC is active above 8 km/h (5 mph) and operates much more quickly than many brake based systems. The system can be deactivated with an illuminated button, which is located adjacent to the gear lever. A Torsen type limited slip differential (LSD) is also available for tight and twisty driving (such as in auto tests). The LSD is only available if LTC has been specified and is not available by itself.

Air-conditioning

Air-conditioning is available as a cost option (standard in some markets) and weighs in at a featherweight 15 kg (~33 lbs).
A Comprehensive Range of Colours
The range of colours, from standard solid shades to metallic and fashionable lifestyle colours is available. Colours include black, shades of silver, shades of blue, a vivid Aspen White, non metallic British Racing Green, a hot Chilli Red, a high metallic Solar Yellow and a harmonious Autumn Gold.The total number of colours available is 20, excluding the bespoke custom colours.
Market Positioning

The Lotus Exige S, being a fully homologated vehicle for the markets in which it is sold, introduces a more powerful and higher performing series production variant of the Exige to the market. The rest of the Exige range consists of the 141 kW (189 hp, 192 PS) Exige, the Lotus Exige Cup 190 and its supercharged variant the Exige Cup 240 (both of which are developed and converted by Lotus Sport, the performance arm of Lotus Cars) and the Lotus Sport Exige GT3 (developed and built by Lotus Sport specifically for the FIAGT3 championships).

2007 Audi Q7 4.2 FSI Quattro

Ask any Audi rep what the new Q7's prime target is, and the immediate response is "BMW X5." Pushing it might elicit a semi-grudging admission that to make its lofty U.S. sales target of 30,000 units annually, this all-wheel-drive, all-season traveler will have to lure potential buyers from every corner of the premium crossover-SUV segment. With that group now encompassing everything from its own cousins, Porsche Cayenne and Volkswagen Touareg, to vehicles like the Cadillac SRX, Mercedes-Benz ML-Class and R-Class, and Volvo XC90, Audi's newcomer most assuredly has its work cut out.
First impressions mean a lot, and visually the Q7 more than holds its own no matter what you toss into the competitive set. A virtual clone of Audi's crowd-pleasing Pikes Peak concept vehicle, its contoured sheetmetal drew near-unanimous raves from parking-lot critics after acing its wind-tunnel test with a stellar 0.34 Cd mark. Despite its scale--200.2 inches; only the R-Class is longer--the Q7 maintains a proper sense of proportion. Boasting 5.8 inches of wheelbase over the Touareg/Cayenne's--the better to accommodate a third row of seats--even the five-passenger entry-level 3.6 FSI V-6 that arrives in the fall fills its fenderwells with meaty 235/60 all-season tires on 18-inch alloy wheels. At V-8 level, those shoes upgrade to 255/55R18s, but our tester had the top option: Y-rated 275/45s wrapped around 20-inch rims.

The Q7 lives up to its Audi heritage on the inside, too; providing a look, feel, and, with certain qualifications, functionality that bodes well for its future. All share basic dash design and electronic architecture with the A6, including the versatile MMI controller, but the V-8s add leather upholstery set off with wood and aluminum trim that uniquely interweaves high-tech cool with old-school charm. Like its classmates, the Q7 boasts a magnum load of power assists--including electric activation of the 10-way front buckets and a one-touch up/down liftgate--plus cruise control, keyless remote entry, tire-pressure monitor, and a 14-speaker Bose sound system with six-disc in-dash changer. Reflecting its made-for-Americans design philosophy, this amenable Audi also features numerous covered and open storage spaces, six cupholders, a bottle holder in each door, and four 12V powerpoints that further enhance its appeal. Airbags are equally plentiful, with front, front-side, and side curtains standard across the line and rear side bags optional.

Overall space utilization in the Q7 4.2 FSI merits high marks, albeit with a couple of caveats. While its comfortable and well-formed front buckets are the best seats in this seven-passenger house, the mid-cabin accommodations claim class-topping legroom and will easily handle two six-footers in a 40/20/40 split-folding bench that provides fore/aft adjustability. Our tester had the step-up configuration, dual captain's chairs separated by a center console. Toss in options like quad-zone rear A/C and a factory DVD entertainment system (available in the fall), and going second row will never again mean going second class.

Life in tier three is less sublime. Even with the mid-seat(s) full forward, accessing the downsized 50/50 split bench is a process best suited to the young and smaller of stature, who, not surprisingly, are its intended occupants. Despite an impressive 29.2 inches of legroom, the Q7's rakish profile takes its toll in overhead clearance. If you regularly carry more than four adults, you still need an R-Class; but if you're more likely to spend weekends poking around antique shops, your Q-ship has come in. The rear seats all fold flat, but even with all three rows up, there's an impressive 10.9 cubic feet of space in the cargo bay. That figure rises to 27.4 cubic feet with one row dropped and class-best 88.0 cubic feet in max-load mode. The Q7's standard tow rating is an above-average 5500 pounds, but that can be bumped to 6600 with the trailering option.

Although the BMW X5 and Porsche Cayenne remain the performance kings of the upscale crossover ranks, the Q7's well-rounded--and less edgy--character is likely to generate broader market appeal. Its high-tech powertrain--a 4.2-liter direct-injection FSI V-8 with 350 horsepower and 325 pound-feet of torque backed by a six-speed Tiptronic autoshifter--took our tester to 60 mph in 7.8 seconds, spot on with the last five-passenger Touareg V-8 we ran but well off the mid-six pace of the best-in-class runners. Big ABS discs hauled it down from that speed in a somewhat more impressive 121 feet, but the Q7's true strength lies in its street-sweet match of comfort and control.

In creating their vision of a "performance SUV," Audi engineers comprehensively revamped the basic Touareg/Cayenne platform, revising suspension design and geometry, replacing numerous steel bits with lighter aluminum components, and jettisoning the dual-range transfer case with a locking center diff in favor of the more road-focused Quattro AWD system. Its heart is a Torsen torque splitter that doles out power in a 42/58-percent preset but can swap the balance from 65/35 to 15/85 as conditions warrant. Our Q7 also had the optional air suspension with electronically adjustable dampers and roll stabilization control. At the track, it blitzed through the slalom at a heady 61.8 mph, no small feat for a vehicle that stands 68.4 inches tall and weighs 5394 pounds as tested. On the street, it was even more impressive: cruising whisper-quiet on freeways, dispatching twisties with the poise of a supersize sport sedan, and delivering a level of overall ride compliance that X5 owners can only dream about, whether the suspension was dialed into "Comfort," "Automatic," or "Dynamic" mode.

As usual, the Servotronic steering seems more adept at providing effort rather than actual feel, but the Q7's switchable ESP does permit a good deal of enthusiasm before intervening. And while ceding ultimate boonie-bounding skills to its VW and Porsche kin, more "forgiving" off-road ESP settings, hill-assist control, and the ability to increase minimum ground clearance from 8.1 to 9.4 inches at low speeds enable the Q7 to take on all the dirty work most owners are apt to engage in.

Not to be outdone in the cool-extras department, the Q7 options list goes from class-competitive items like a panorama glass roof, rear-park assist with rearview camera, navigation system, and Advanced Key keyless starting to genuine innovations like Audi Side Assist--which provides audio and visual warnings to help prevent dangerous lane changes--and an upgraded version of adaptive cruise control that operates from 0 to 124 mph and can bring the vehicle to a complete stop if traffic conditions warrant. For now, performance upgrades are confined to the S-line package, but twin-turbo and V-10 TDI variants are already in the works for the U.S.
All in, the Q7 is prepared to leave a meaningful mark on the premium crossover segment. To help the cause, Audi has set a fairly aggressive price for its high-profile newcomer: The 4.2 FSI V-8 will open at $50,600, the upline Premium variant at $60,600, and the late-arriving 3.6 FSI V-6 around $40K. The company clearly has a lot riding on this bet. But given the Q7's engaging mix of style and substance, it's more like a well-calculated risk than a gamble.

Opel Calibra

The Opel Calibra (badged as a Vauxhall in the UK, Holden in Australia and New Zealand and Chevrolet in South America) was launched in 1989, a front-wheel drive coupé based around the running gear of the Opel Vectra A, (Cavalier under the Vauxhall name), but with a different rear suspension, which had been launched the year before.
The Calibra, styled by the American head of GM design Europe, Wayne Cherry (retired), is considered by some the most stylish Vauxhall/Opel ever, but being based on the Vectra chassis its ride and handling were not significantly better than that of the family car from which it grew. It was, however, the most aerodynamically efficient Opel ever[citation needed], with a drag coefficient (Cd) of 0.26 [1]. It remained the most aerodynamic mass production car for the next 10 years, until the Honda Insight was launched in 1999 with a Cd of 0.25.[citation needed]
Calibra production was based in two Opel factories, Rüsselsheim in Germany and Uusikaupunki in Finland. Determining which plant any specific Calibra was produced at is possible by checking the VIN. On the Calibra the VIN is as follows [2]:
WOL 0000 85 [K to V] [1 or 9] XXXXXXIf '1' it was made at RüsselsheimIf '9' it was made at Uusikaupunki
Power was initially from 2.0 L 8-valve (85kw/115 bhp C20NE) and 16-valve fuel-injected (110kw/150 bhp C20XE) four-cylinder engines. In 1992 a turbocharged 2.0 L engine (150kw/204 bhp)(a C20LET, the turbocharged version of the C20XE) was added to the range. With four-wheel drive, a six-speed Getrag manual transmission (F28/6) and a claimed top speed of 240 km/h (150 mph), this flagship model finally gave the Calibra the dynamics to match its looks.
In 1994 a 125kw/167 hp 2.5 L V6 (C25XE) was introduced, thus creating what many considered to be the finest Calibra to date. Available with both manual and automatic transmissions, the V6 wasn't as fast as the Turbo, but was rather more civilised, and proved to be more reliable than the complex four-wheel drive model with its notorious transfer box issues. 1995 saw the introduction of the X20XEV Ecotec engine, a cheaper less reliable derivative of the classic C20XE 16-valve or "red top" engine. This marked a reduction in power from 150 bhp to 136 bhp for the 16-valve version, although the Turbo continued with the C20LET.
During its lifetime, the Calibra was much more popular than its nearest rival, the Ford Probe, which was considered to be underpowered and too American for most European drivers but it did't manage to outsell the Rover 200 Coupe which offered similar speed at a lower cost and at the time, Rover, had a better image.
In 1995, the Vectra A was replaced, but Calibra production proceded until it was discontinued at the end of 1997. Although a smaller coupe (the Tigra) was available, the marque was left without a mid-sized coupé until the Astra Coupé was launched in 2000.
As of 2006, the world's fastest accelerating street-legal car has been determined to be a 1993 Vauxhall Calibra, owned by Steve Pateman, boasting a 1.25 second 0 to 60 mile per hour time, and an 8.14 second quarter-mile time. However, the car has been heavily modified, including a big-block Chevrolet V8 and a steel tube chassis

Chrysler PT Cruiser

The Chrysler PT Cruiser is a "retro"-styled station wagon or hatchback built by Chrysler, a marque of DaimlerChrysler, launched in 2001 as the entry-level Chrysler.
The PT Cruiser was on Car and Driver's Ten Best list for 2001 and won the North American Car of the Year award that year.
Officially, the "PT" stands for "Personal Transportation," but the initials also designate the car's platform. The Neon was based on the Chrysler PL platform, or "Platform Low," while the Cruiser was based on the Chrysler PT platform, for "Platform Tall." "PT" was also the production code for the PT Cruiser. Unofficially, the name may stand for "Plymouth Truck", as it harks back to the 1930's line of Plymouth Trucks (known by the "PT" moniker). The original concept car was a Plymouth, the Chrysler brand adopted the production car when the Plymouth brand was discontinued.

Overview

It is a front-wheel drive 5-passenger vehicle, classified as a truck by the NHTSA for CAFE fuel economy calculations but as a car by most other metrics. Indeed, Chrysler specifically designed the PT Cruiser to fit the NHTSA criteria for a light truck in order to bring the average fuel efficiency of the company's light truck fleet into compliance with CAFE standards.[1] A turbocharged GT model was introduced for the 2003 model year. A convertible was introduced for the 2005 model year.
The PT Cruiser is manufactured at Toluca Car Assembly in Toluca, Mexico. DaimlerChrysler announced on March 8, 2006 that it had built 1,000,000 PT Cruisers at the Toluca plant since 2001. The PT Cruiser was also assembled in Graz, Austria for global markets (outside North America) in 2002, using the production code PG. European PT Cruisers built in 2001 or from 2003 onwards are built in Mexico under the PT production code. The American version features a 2.4 L four-cylinder gasoline engine. In addition to this standard model, a 2.2 L diesel engine is also available in Europe, Asia, and South Africa. A 2 liter engine (Chrysler_Neon_engine#D4RE) was available outside the U.S. It produces 140 hp SAE at 6500 rpm with 130 ft·lbf of torque at 4800 rpm.

Updates

While the body style remains remarkably consistent from year to year, there are actually multiple models of the PT Cruiser, designated by unique badges in the lower left hand corner of the rear lift-gate. Models include the Classic Edition, Limited Edition, Touring Edition, "Dream Cruiser", "Street Cruiser", "Pacific Coast Highway Edition" and GT Cruiser. Turbo edition models are identified by a "2.4L Turbo" badge on the lower right hand corner of the rear lift-gate.
A four-seat convertible model was added for 2005. It is a two-door car with an integrated "sport bar" for added rigidity and rollover protection. It was also discovered that the sport bar also caused air to flow over the rear passengers, resulting in a less drafty ride for those in the rear seats.
The PT Cruiser was updated for 2006. Notable exterior features include scalloped headlights, a new grille, and redesigned taillights. Inside, an updated dashboard and more upscale materials are used. The audio system now features a line-in jack for MP3 players and is integrated into the dashboard, making it more difficult to replace with an aftermarket unit. The turbocharged 2.4 L engine is now available in 180 hp (134 kW) or "High-Output" 230 hp (172 kW) versions.

Design

The PT Cruiser was originally meant to be a Plymouth, before Chrysler's merger with Daimler-Benz. The concept car was orginally targeted at young male audiences, but the large increase by female consumers have caused the target audiences to switch to young females. At the time, Chrysler had planned a new look for Plymouth, previewed by the Plymouth Prowler "hot rod". Styling cues from the Prowler, particularly the grille, were used to create the Plymouth Pronto concept car in 1997. The look was refined, and in 1998, another Plymouth concept called the Chrysler Pronto Cruizer directly previewed the styling of the PT Cruiser. The Pronto Cruizer was designed as a modern interpretation of the Chrysler Airflow with Dodge Neon components, but the final design used a separate platform. The new DaimlerChrysler firm did not have much faith in Plymouth as a separate entity, and began steps to rationalize and cancel the marque. Consequently, the PT Cruiser appeared in public only as a Chrysler.
The PT Cruiser also bears a resemblance in size and shape to the 1997 Chrysler CCV prototype. The styling of the latter elicited a better response from the auto show circuit, and would evolve into the styling of the PT Cruiser.

2008 Dodge Viper cars: up to 600 horsepower

For 2008, the Dodge Viper SRT will use an 8.4-liter aluminum V-10 engine that produces a full 600 horsepower and 560 lb.-ft. of torque. 0-60 times are under four seconds, 0-100-0 in under 12 seconds, and braking 60-0 comes in less than 100 feet.
oh20 reported that the 2008 Viper Coupe and Convertible both averaged over 200 mph around the Transportation Research Center’s 7.5 mile oval test track in Ohio. The convertible even with 197 mph with the top down. Both have similar drag (aerodynamic) numbers, according to representatives of the SRT team.

SRT powertrain engineers had to not only increase performance, but also comply with regulatory requirements such as federal Tier 2, Bin 5 and California’s Low Emissions Vehicle (LEV) 2 mandates. Working with specialists from McLaren Performance Technologies and Ricardo, Inc., SRT engineers began by following the racer’s basic formula for more power: bigger displacement, more efficient breathing and higher engine speed.

The new Dodge Viper SRT10’s deep-skirted V-10 aluminum engine block was bored out 1 mm, raising the displacement to 8.4 liters from 8.3 liters. With strengthened bulkheads and improved water jackets for better cooling, the block includes pressed-in iron cylinder liners and cross-bolted main bearing caps for strength and durability.

Horsepower didn't come only from the engine, the use of a plastic hood allowed engineers to increase the airflow through the hood scoop; openings along each side are not just for show, but to circulate air within the engine compartment, to keep power going with a warm engine. It also lowered weight and helped keep the Viper costs down. Other body panels are also plastic, and carbon fiber is used for some structural parts to keep weight down.The Viper SRT10’s 8.4-liter engine breathes through new cylinder heads equipped with Computer Numerically Controlled (CNC)-shaped combustion chambers, larger valves and Variable Valve Timing (VVT). VVT electronically adjusts when the exhaust valves are open and closed according to engine speed and load, allowing the engine to “breathe” cleaner and more efficiently.

The 2008 Dodge Viper SRT10 V-10’s two-piece intake manifold combines a cast aluminum lower with smooth runners for better air flow, bolted to a die-cast aluminum upper plenum. A revised air-cleaner box with a low-restriction filter sends air through a dual electronic throttle control into the intake module.

The air-fuel mixture is ignited by platinum-tip spark plugs fired by individual plug coils mounted on the cylinder-head covers. The pistons themselves are equipped with larger-diameter floating pins with bronze bushings for higher loads. Forged powder-metal connecting rods are secured with aircraft-quality fasteners for increased fatigue strength.

Engine lubrication is managed by a larger oil pump and a swinging oil pickup adapted from Viper competition engines, to improve oil pressure in high-rpm and hard-cornering conditions.

Spent gases exit through tubular air-gap headers, which improve exhaust flow and ensure quick catalyst light-off. The headers’ stamped stainless-steel outer shell acts as a thermal heat shield for the individual stainless-steel runners that contribute to better flow separation and exhaust tuning.

The 2008 Dodge Viper SRT10’s V-10 channels its power through a new, smaller-diameter, twin-disc clutch (a change from the larger-diameter, single-disc setup). The new clutch reduces rotating inertia by 18 percent, resulting in reduced clutch-pedal effort and improved engagement feel.

The TR6060 transmission is the latest evolution of the Tremec T56 six-speed manual. It features 10% wider gears for higher torque capacity, and a new synchronizer package. A new shifter system results in reduced shifter travel. There is also now a provision for adding an external transmission cooler.

2008 Viper braking, ride, and handling

The ride and handling of the 2008 Dodge Viper SRT10 is defined by a race-bred, fully independent, four-wheel suspension featuring lightweight, high-performance aluminum control arms and knuckles, damped by lightweight coil-over shock absorbers. SRT engineers retained the tried-and-true Dana M44-4 rear axle and outfitted it with a new GKN Visco-Lok speed-sensing limited-slip differential for improved traction.

The Dodge Viper SRT10 rides on polished, forged aluminum, 18 x 10-inch front and 19 x 13-inch rear wheels now available in three styles: the five-spoke, the H-spoke and the all-new Razor wheel with five U-shaped spokes. The wheels are clad in Michelin® Pilot® Sport PS2 tires. The four-groove tread-design tires provide maximum grip, reduced road noise and superior handling in both wet and dry conditions.

2008 Dodge Viper styling and bodies

The new 2008 Dodge Viper SRT10 will arrive in North America this summer with four new interior color combinations, and a new wheel design. Buyers can now choose the bezel finishes on the center instrument panel and console.

The 2008 Dodge Viper SRT10 is still available in Roadster and Coupe forms. Both feature a new hood with a larger, more efficient hood scoop for air induction and larger, functional hood louvers to cool the 600-horsepower V-10 engine underneath.

Eight exterior colors will be introduced throughout the model year – five of which are new - including Venom Red, Snakeskin Green, Viper Violet, Viper Orange and Bright Blue. Racing stripes continue to be an option with six dual painted stripe colors available: white, black, silver, graphite, blue and red.

In fact, the only body panels shared by the two Vipers are front fascia and fenders, hood and doors. However, the iconic Viper SRT10 design cues have been maintained, including the crosshair grille, deep-cut side scallops, swept-back fenders, and lowered hood lines.

The Dodge Viper SRT10 Coupe’s hard top with its “double bubble” styling makes it more torsionally stiff than the Roadster; it has increased downforce and high-speed stability with its sloping roofline and deck-lid spoiler, as well as an additional 6.25 cubic feet of trunk space than the Viper SRT10 Roadster, for a total of 14.65 cubic feet. The roof and headliner structure offer more room to accommodate a safety cage, while maintaining as much headroom as possible.

The 2008 Dodge Viper SRT10 Roadster and Coupe cockpit retains its characteristic red push-button starter and performance-oriented, functional instrument panel with center-mounted tachometer and 220-mph speedometer.

2008 Dodge Viper SRT10 Safety and Security

The following safety and security technologies are featured on the 2008 Dodge Viper SRT10:

• Adjustable Pedals
• Advanced Multistage Front Air Bags with Occupant Classification System (OCS): Inflates with a force appropriate to the severity of the impact. The OCS measures the conditions for activation or deactivation of the passenger side front air bag based upon the weight of the occupant
• Anti-lock Brake System (ABS)
• BeltAlert: Periodically activates a chime and illuminates an icon in the instrument cluster to remind the driver and front passenger to buckle up if a vehicle is driven without the driver being properly belted
• Center High-mounted Stop Lamp (CHMSL): The shelf-mounted center high mounted stop lamp uses light emitting diodes (LEDs) for longer life
• Constant Force Retractors (CFR): Distribute force or load exerted on a seat belt, and then gradually release the seat belt webbing in a controlled manner
• Crumple Zones: Designed to compress during an accident to absorb energy, decreasing transfer of that energy to the occupants
• Energy-absorbing Steering Column: The manual-adjust steering column uses two hydroformed coaxial tubes that can move relative to each other to allow the column to move forward for enhanced energy absorption during a crash. The power-adjust steering column employs a calibrated bending element that deforms during column stroke for optimal energy management
• Interior Head-impact Protection: Interior pillars above the beltline and instrument panel – including areas around windshield and rear window headers, roof and side rail structures, and shoulder-belt turning loops – specifically designed to limit head-impact force
• Knee Bolsters: The lower instrument panel and the glove-box door are designed to properly position the occupant, enabling the air bags to work effectively
• Remote Keyless Entry (RKE)
• Tire-pressure Monitoring (TPM): Pressure-sensor modules within the valve stems of all four wheels send continuous radio-frequency signals to a receiver, and the system informs occupants when the pressure is too low

Volvo S40

The Volvo S40 is generally satisfactory. It built on a longer wheelbase and the option groups have been simplified, also available are two engines.

The Volvo S40 also comes with 2.4i and T5 versions of compact and they can be fitted with all-wheel drive.

The Volvo S40 receives significant improvements, the cup holders has been improved, the new wheel designs has been improved, the new wheel and a newly optional cabin filtration system also the Volvo S40 has standard wheel mounted controls as the 2.4i and also the Volvo S40’s car package and option structure has been simplified.

The standard 2.4i equipment in the Volvo S40 includes a CD audio system, a leather wrapped tilt/telescoping steering wheel, power windows and also an audio theft deterrent system, while the T5 also adds standard equipment like an electronic climate control, strip computer aluminum interior trim and a power driver’s seat, under the hood there is a 2.4 liter inline-five-cylinder that produces 168 horse power.

The 2.4i model comes with a standard five speed manual transmission while the T5 comes with a six manual and also both the 2.4i and the T5 are equipped with a five-speed automatic that includes geotropic operation for manually selected gear changes.

For safety the Volvo S40 has an all disc antilock brakes and standard side curtain type airbags and side impact airbags and also it has a traction control and dynamic stability.

The Volvo S40 is designed to provide the occupants with comprehensive protection and safe package in the segment with the sporty 15 trim and speed the Volvo S40 is a sleek car to beat.

A safety feature of the Volvo S40 includes a stiff body and side impact and side curtain-type airbags. And also the 15 could be fitted with all wheel drive.

For the S40 models the 2.41 has a standard steering wheel audio control and also a reverse gear function.

For styling the Volvo S40 has an upright grille with a diagonal cross-member, a large wraparound taillight and also a v-shaped hood.

Built on a 103.9inch wheel base the Volvo S40 is 175.9 inches long overall. For the interior design the Volvo S40 has a unique mechanism that enables rear seats to fold down one after the other and also the front seat has a folding backrest.

All in the Volvo S40 delivers appealing control and can be driven easily with maximum comfort.

Ford Mustang

When Ford decided to redesign the Mustang, they opted to incorporate a retro look, much like what was done previously with the Thunderbird. Fortunately, Ford didn’t look at the ghastly Mustang II series from the 1970s for a template, instead the US automaker drew upon the second generation Mustangs of the late 1960s for their inspiration. Let’s just say that the redesigned Mustang has been nothing short of a sell out hit.
Introduced as a 2005 model, the retro Mustang for 2006 offers only one change: the introduction of a Pony package which is meant to give the car a GT look and feel. Borrowing from the fastback design of the late 1960s, the 2005 model was such a hit that Ford could not keep up with production.
Buyers have a choice between a 4.0L V6 and a 4.6L V8 engine to power the car. With 2+2 seating, 107 inch wheelbase, and a curb weight of just under 3500 pounds, the car cruises down the highway with 210 and 300 horses respectively.
Each engine is mated with a 5 speed manual transmission and a 5 speed automatic transmission is optional for both. 4 wheel disc brakes and optional traction control [standard with the V8] help keep the Mustang under control.
Clothe bucket seats are standard with leather seats optional. All models come with tilt steering wheel, cruise control, power locks and windows, power side mirrors, and air conditioning.
Ford gives buyers a choice between 5 coupe and 5 convertible models with base MSRP starting at $19,810 for the coupe and $24,635 for the convertible.
First year sales of the Mustang were so good that the car sold out by early Spring. In fact, the Mustang dethroned the Chrysler 300 as the hottest car on the market with more than 15,000 Mustangs sold per month. All of this production is from just one factory.
Production for 2006 is certain to be tight and with little incentives available – they certainly aren’t needed – the Mustang is likely to continue to have a long waiting list of customers desiring the sporty coupe. Considering that sales across the Ford division are flat, this is good news for an automaker desperately needing a hot seller.

2008 Mercedes R Class

SUV Tourer offering a wealth of combination options: The R-Class - enhanced versatility and appeal

Stuttgart, May 10, 2007
Even greater interior adaptability, two wheelbase lengths, rear-wheel drive or 4MATIC all-wheel drive and new engine variants – the Mercedes-Benz R-Class now opens up even more possibilities, especially when it comes to seating arrangements. The line-up, which includes the familiar configurations with up to six individual seats, has been augmented to include a five-seat version and a seven-seat variant. Plus new, distinctive bodystyling at the front and rear end lends the SUV Tourer added appeal.
The Mercedes-Benz R-Class continues to set trends. This exceptional automotive concept combines the acknowledged strengths of several vehicle classes. Exemplary touring comfort, superlative handling dynamics, a high level of adaptability, extremely spacious accommodation, including a vast luggage compartment, coupled with expressive design and hallmark Mercedes safety – the R-Class leaves very little to be desired. For the first time, the SUV Tourer features a second row of seats for three people, giving a total of five seats and an unbeatably large versatile load compartment: the short-wheelbase versions can swallow 939 litres of luggage when loaded up to the roof, while the
long-wheelbase models have a luggage-compartment capacity of 1118 litres. The short-wheelbase R Class can carry a maximum of 2001 litres (longest load-compartment length 1982 mm) whilst the figure for the long-wheelbase version is an unparalleled 2436 litres (longest load-compartment length 2217 mm). These passenger- and load-compartment dimensions make the R-Class the most spacious model in the entire Mercedes-Benz passenger-car range. Both versions feature practical stowage compartments under the load-compartment floor, with a capacity of 51 and 52 litres respectively. These can be used for stowing various items and keeping valuables out of sight.
Even holiday trips with five people and all their luggage on board are handled with ease. If the rear seat in the centre is not required, it can be turned into a comfortable centre armrest in just a few simple moves. The second seat row has space for three child seats or child restraint systems.
The outer seats are equipped with ISOFIX attachment points and come with the option of side airbags to further improve passive safety. All of the seats are fitted with three-point seat belts. Plus two individual seats can be added at the rear to transform the R-Class into a 5+2-seater. Despite the new seating arrangement in the centre of the vehicle, convenience functions such as fore/aft adjustment and EASY ENTRY, which facilitates access to the rear seats, are retained. All of the seats in the rear compartment can be folded down individually to produce a completely flat loading area. The previously mandatory 4+2-seat configuration is still available as an option.
The new model-year R-Class not only boasts new interior features. On the outside, too, the facelifted SUV Tourer is distinguishable by the highly distinctive bodystyling package at the front and rear, circular fog lamps and 18-inch light-alloy wheels for all V6 versions. The top-of-the-range R 500 4MATIC is fitted with 19-inch wheels. R-Class customers can also choose from three new paint colours: calcite white, sanidine beige or periclase green. These changes apply to both the short-wheelbase and long-wheelbase models.
The engine line-up is augmented by the new V6 petrol powerplant in the R 280, which shines with its impressive power delivery and moderate fuel-consumption figures. This particular unit develops 170 kW/231 hp, propels the R-Class from 0 to 100 km/h in 9.6 seconds and consumes a mere 10.9 litres of premium unleaded per 100 km (NEDC-combined figure). The R 280 CDI 4MATIC, fitted with a latest-generation common-rail diesel engine developing 140 kW/190 hp, is even more fuel efficient. With a peak torque of 440 Nm, the V6 powerplant delivers smooth performance yet requires just 9.3 litres of diesel per 100 km. The R 500 4MATIC model also features a new engine in the shape of a 5.5-litre V8 developing 285 kW/388 hp and a peak torque of 530 Nm, thus ensuring impressive performance figures. The flagship V8 engine develops 82 hp more than the previous model, while fuel consumption has been reduced by up to 7 percent (all NEDC-combined figures). All R-Class models are specified with the innovative 7G-TRONIC automatic transmission with DIRECT SELECT lever on the steering column.

Mercedes-Benz now offers three new entry-level R-Class models – the R 280 CDI, the R 280 and the R 350 – all of which are V6 versions with rear-wheel drive and a choice of a short or long wheelbase. Thanks to the reduction in weight and the lower powertrain losses due to friction, the latter on account of the rear-wheel-drive configuration, these models return even lower fuel-consumption figures. The most fuel-efficient R-Class is now the R 280 CDI which consumes just 8.9 litres of diesel per 100 km (NEDC combined).

All five-seater and 4+2-seater model variants are equipped with steel suspension, while air suspension with level control is available as an optional extra for the rear axle. All 5+2-seater variants and the flagship R 500 4MATIC model have air suspension with level control fitted as standard at the rear. AIRMATIC air suspension with the Adaptive Damping System (ADS) is available as an optional extra for all versions.
All R-Class models feature new items of standard equipment that make automotive travel even more relaxing. For instance, the THERMATIC automatic climate control is equipped with a combination filter to further reduce the pollutants in the air inside the vehicle whilst the spacious glove compartment now incorporates an AUX-IN connection for external audio or entertainment devices.

In addition to the extensive standard-equipment package, the R-Class offers numerous assistance systems that represent the pinnacle in handling comfort and safety and back up the claim to leadership in this market segment. These include DISTRONIC proximity control, actively ventilated front seats, LINGUATRONIC voice-operated control and a reversing camera for safe and easy parking or manoeuvring when visibility is poor. As soon as the driver selects "R" (reverse gear), the camera image appears on the COMAND APS display. Rear passengers can select their own programme of on-board entertainment courtesy of the rear-seat entertainment system. Further comfort-enhancing options include an auxiliary heater with remote control and an electrically heated steering wheel for when the weather turns colder.

Scientific studies carried out by the DaimlerChrysler research department confirm the outstanding level of long-distance comfort provided by the R-Class. This comfort has a profound effect on driver-fitness safety. Driver stress, measured based on heart rate, is much lower in the R-Class than in comparable vehicles.

The Most Famous Sports Car

In 1959, Ian Fleming penned Goldfinger and inserted his secret agent hero, James Bond, into a 1959 Aston Martin DB-3. There was a lag between the story's release, however, and the motion picture that shared its name. By the time Sean Connery was prepared to take out Goldfinger, the DB-3 seemed dated. James Bond got behind the wheel of a 1963 Aston Martin DB-5 and made it the most famous sports car in the world.
Sports cars are wonderful, but the Bond car had a few special features that made it even more appealing to moviegoers. It was outfitted with bulletproof glass, machine guns, and other assorted gadgetry. Its understated color scheme fit the Bond character perfectly, and the car's role in the film afforded it significant screen time. Within a few years, there would be no better-known sports car in the world.
The Aston Martin DB-5 was a fine car in its own right, but the popularity of Goldfinger and Thunderball (in which it also appeared) elevated it to a global phenomena. Even today, after countless intervening James Bond movies, when someone says they want a Bond car, the mind races back to the DB-5 made famous over forty years ago.
An American eventually purchased the original Bond car and kept it in superb condition, using it primarily for special appearances and events. In 1999, the DB-5 was stolen from outside a Boca Raton, Florida airport. The would-be thief didn't blend into traffic well in the Aston Martin and was apprehended.
The remarkable performance of James Bond's DB-5 was no doubt aided by Q and the other technicians at headquarters. Movie feats such as outracing a Ferrari were beyond the limitations of the real DB-5. Although a fine sports car, the DB-5 was really designed more as a touring vehicle than as a speedster. It possessed a six-cylinder engine that topped out at approximately 280 bhp. It's top-end speed was approximately 140 mph, and it took over 8 seconds to achieve speeds in excess of 60 mph from start.
Although the DB-5 was by no means considered a clunker, it was not the top performer in its class. Ferrari, Jaguar and others were producing sports cars at the same time that outperformed the Aston Martin by a considerable margin. These cars, however, faded into history as the uniquely British styling of the DB-5 and its use by one her majesty's best secret service agents elevated it to worldwide popularity.
The ever-popular DB-5 has been reproduced countless time in miniature, with the famed Danbury mint still offering a small-scale replica of the famous sports car. Items relating to the DB-5 are popular crossover collectibles, coveted by fans of film and British sports cars alike.
There are many other famous sports cars. The Ferrari Testarossa from Miami Vice, Steve McQueen's Mustang from Bullitt, the Spider in which James Dean met his fate and other sports cars all share places in our collective memories. But the Aston Martin DB-5, propelled by two incredibly successful films and attractive in its own right, remains the world's most famous sports car.

2009 VW Passat to Undergo Face Lift

Launched two years ago at the 2005 Geneva Show, the 2009 VW Passat is believed to undergo face lifting.
According to the German magazine Autozeitung, VW will proceed to a facelift in 2009. And it will be seen most probably at the 2009 Geneva Show, with aesthetic changes including a redesigned front end inspired from the upcoming Tiguan. The German magazine reports that VW will also substitute the present 1.6FSI and 2.0FSI engines with the Groups new 122Hp 1.4TSI and 160Hp 1.8TFSI motors, which will also include 1.6, 2.0 and 3.2 V6 engines.
Some analysts say this speculation of the German magazine arises because of Volkswagens aim to continually increase the company’s sales and also to attract the US market. The engine substitution, however, is expected to occur quite earlier, maybe even in this year’s Frankfurt Motor Show in September.
Volkswagen will add a low-roofed wagon model in 2009 to accompany next year's sleek, Passat-based, four-door "coupe". The wagon has the packaging and the design theme of the Dodge Magnum, which is said to be a reflection of former VW product expert Wolfgang Bernhard's time at the Chrysler Group.
As compared to the standard Passat wagon, the premium model has a lower roofline, a wider stance, and a less upright tailgate. Added to this, the seating height is lowered and the buckets will give heating, ventilation, and massage functions. Along with this are inflatable g-force-compensating cushions. Extending all the way through the cabin is the center console. However, despite a low roofline, the wagon's cargo bay accommodates 21 cubic feet of stuff.
A 200-hp, 2.0-liter turbo four and a high-performance version of the 3.6-liter VR6, which will develop nearly 300 hp are included in the engine options. These are paired either with a six-speed manual or an improved, seven-speed twin-clutch DSG.
Analysts say prices have not yet been determined, but one insider claims that the Magnum-esque VW will cost only about $2000. That is more than a comparable Passat wagon.
Looking at the older version of Passat, the 2007 Volkswagen Passat sedan is offered as a four-door sedan or five-door wagon. It is available with a 200-hp, 2.0-liter turbocharged four-cylinder or a 280-hp, 3.6-liter V6. Four-cylinder sedans can be ordered with a six-speed manual or six-speed automatic transmission. Wagons and V6s, however, come with the automatic only.
With innovated VW Passat parts, all Passat models are expected to raise VW sales during their respective season of lunch in the market.
For more about your VW Passat parts needs like , visit your trusted online source.
Benjamin Hudson works as a supervisor at one of the top engineering firms in the business district of Louisiana. He is also a freelance journalist and has passion for anything automotive.

2007 Maserati GT Coupe

The GT is a 2+2-seater, and thanks to a longer wheelbase it is much roomier than its predecessor, just a bit shorter than the Quattroporte. The new car have a double-wishbone suspension with the Skyhook adaptive damping system, and the rear-mounted Cambiocorsa clutchless gearbox as used in the Quattroporte. Power came from the Ferrari-developed 5.0-liter V-8, derived from the current car's 4.2-liter engine; with new cylinder heads and induction system it's produceing an estimated 470 hp.

The Spyder, which will be launched later in the year, will be offered with the 5.0-liter V-8. The Spyder will also, for the first time, have a folding metal hardtop that will retract behind the seats. The top is likely to be developed by Pininfarina.

BMW M3 2008-2009

BMW has revealed the production version of the 2008/2009 M3 coupe. The unveiling comes only weeks after the automaker revealed the M3 Concept at the Geneva Motor Show in Switzerland. Like the concept, the production car features a high-revving V8 powerplant, tuned suspension, a six-speed manual transmission, a carbon fiber roof, and all the exterior modifications typical of an "M" car.
Due to go on sale in North American in mid-2008 as a 2009 model, the M3 will target the Lexus IS-F, Audi RS5, and Mercedes CLK63 AMG. Convertible and sedan variants are expected to follow later in 2008.
The M3's V8 powerplant has two more cylinders than its predecessor, delivering 420 hp from 4.0 litters and maximum torque of 295 lb-ft at 3,900 rpm. In keeping with BMW's high-revving "M" tradition, maximum engine speed is 8,300 rpm. The engine is the lightest V8 in the world, weighing less than the previous M3's inline-six.
Reminiscent of the carbon fiber roof panel used on the M6 coupe, the M3's CFRP roof cuts unnecessary weight, and lowers the car's center of gravity. It also lets the roof edge appear flatter and thus lowers the perceived body height.
The production M3 is pictured with 18-inch wheels, though BMW is also expected to offer 19-inch alloys similar to the Y-spoke ones featured on the M3 concept.

Citroen's 2CV is back!

The legendary tin snail is set to return

Roof options will include panoramic glass or a canvas top that can be rolled back. Clamshell bonnet echoes that of original, while headlights are now integrated into the wings.

Here's proof that Citroen is set to come out of its shell when it comes to car design - because the 'tin snail' is back!

These pictures show how a successor to the 2CV is shaping up. Boasting a thoroughly modern interpretation of the classic design, it has its eyes on the lucrative family car market.

Based on insider information, our pictures show what you have to look forward to. Taking over where the Evoque concept car of 2005 left off (Issue 865) the shape is instantly recognisable and couldn't be confused with anything else.

As Fiat has done with the 500 and VW with the Beetle, Citroen has followed the current trend for reinventing classic models. By cashing in on the charm of the original 2CV, the French firm is set to launch into uncharted territory - going up against prestige models such as BMW's MINI. With the same curved bonnet, slab sides and covered rear wheels, it looks just like the original 2CV, which first appeared in 1948.

Trademark details such as the slatted bonnet and double chevron grille remain intact. But with flush-fitting windows and faired-in lights, the shape has been given a modern update. It promises to be extremely eco-friendly, too.

With car firms ever more concerned about their impact on the environment, the 2CV will be a showcase for Citroen's green technology. It's likely to be made from plastic body panels, and with power coming from a hybrid diesel engine (see below), it should boast low fuel consumption and emissions.

As with the exterior, the cabin will draw on its famous predecessor with a minimalist look. A large, thin-rimmed steering wheel dominates the interior, while the fixed central hub contains controls for the stereo. There will also be a retro speedometer, and as with the original car, the gearlever will be mounted in the centre of the dashboard.

However, while the 2CV was designed to be cheap and cheerful, the newcomer will feature lots of hi-tech kit as standard, including sat-nav and connectivity for the latest handheld gadgets.

As with the MINI, personalisation will be a big part of the 2CV's appeal, with contrasting body panel colours, seat trims and the option of a full-length sunroof. It's possible the Citroen could feature panoramic glass, as well as a removable canvas top.

Under the skin, the 2CV is likely to use platform architecture from the C3 supermini and C4 hatch, featuring a front-wheel-drive layout and a comfortable driving experience.

The new model will be positioned above the C3 in Citroen's range, and will carry a premium price. Although the firm is tight-lipped about production, our sources indicate that a concept version could appear in 2009.

2008 Mercedes SLR McLaren Roadster

Just when you thought the SLR McLaren supercar would be slated for the slaughterhouse -- its sales are slowing in its fourth year on the market -- Mercedes has chopped its carbon fiber top off for a new lease on life.

The SLR Roadster will be built alongside the coupe at McLaren’s Formula 1 factory in Working, England, and deliveries to U.S. customers will begin this fall.

The addition of steel-reinforced A-pillars, two fixed roll bars, and unique carbon-fiber crash elements hasn’t done much to diminish the SLR’s performance – Mercedes says the Roadster will accelerate from zero to sixty in a mere 3.8 seconds on to a terminal velocity of 207 miles per hour.

Equally as speedy is the convertible top’s operation – which takes less than ten seconds. The roof, which is constructed out a newly developed material and is available in black, tan, or red, is lowered at the touch of a button – after manually unlatching it. Manually? In this price range? How quaint.

Prices for the 2008 SLR Roadster haven’t yet been announced, but we expect a slight premium over the $450,000 coupe. Mercedes proudly announces that passengers can still converse at well over 120 mph with the top down. Perhaps that’s not a good thing – its well-heeled drivers will be subjecting themselves to one big speeding ticket trying to drown out their significant others. Then again, with a 6.5-liter, 617-hp supercharged V-8 under that obscenely long hood, they should be able to outrun the cops handily.

The All-New 2007 Dodge Nitro

Full-sized SUVs have been numerous in the market in spite of dwindling consumer interest. Such a situation has primarily been due to the increase in the prices of gas and fuel and also because of environmental considerations given the amount of emissions these sport utility vehicles release to the environment.
One of such full-size sport utility vehicles is the Dodge Durango. The company behind the vehicle is still investing on the SUV market and they have made a smaller version of the Dodge Durango. This smaller sibling is presently known as the mid-sized SUV that is the all new Dodge Nitro. The Dodge Nitro is 22 inches shorter than its bigger brother and to make it standout in the still swamped mid-size SUV market, it was designed to be boxy in design but still has great aesthetic value.
Its squared-off appearance does not belie its large amount of room inside when in fact, the interior offers more than enough space that makes this vehicle seem larger than it actually is. This roomy interior gives the occupants high seating positions that sport utility vehicle enthusiast looks for in an SUV. The cockpit offers adequate legroom and headspace for the driver and the front seat passenger. Likewise, the second row of seats provides comfort not only because of the seats but also in terms of leg and headroom. Unlike most SUVs out in the market, the second row of seats can comfortably accommodate even grown-ups. This amount of space for the passenger and the driver as well is not the only good thing about the car and amount of space it provides.
The designer of the car gave it a very clever loading system and a mechanism that allows for more cargo space aside from the space in its luggage compartment. The Dodge Nitro features the Load ‘n’ Go which is a cargo storage system that allows the driver to fold down completely all the seats, except the driver’s, in seconds to accommodate more luggage. Another cool feature that it has is its sliding cargo floor that moves rearward over the rear bumper. This feature permits easy loading especially of heavy objects. The cargo hold, thanks to its durable material and design, can carry up to 400 pounds of luggage. It is a very convenient feature that would work great especially for those backpacking type who carry large amount of cargoes around in their car.
The car’s boxy but stylish design and its functional cargo loading system is supported by a capable powerplant. Its top of the line R/T package is equipped with a massive 4.0-liter V6 single overhead cam engine that can provide a pulling power of 260 horses and 265 lb-ft of torque at 4,200 revs per minute. That much power can easily accelerate the Nitro from a standstill to 90 miles per hour. This amount of power is the kind that precision engineered brake parts can handle efficiently. High performance brake parts are essential to keep all those horses in check.
The car of course is not complete without its safety features which have now become a major aspect consumers are interested in. For the Dodge Nitro, it has a long list of safety features that rivals its toughest competitors. The base model offers front and rear side airbags, and side curtain airbags. Other safety features includes but are not limited to an electronic stability program with traction control and brake assist, an electronic roll mitigation, and a tire-pressure monitor which is mandatory for all new models of cars that will be mass produced.