Review: 2010 Ford Taurus SEL

In 1985, when few models really stood out from the midsize pack, Ford created one of the most influential vehicles of the late 20th century: the Taurus. Radically styled and intelligently packaged, the Taurus won the hearts and minds of millions of car buyers, and for over a decade, it was a dominant force in the retail car market. Eventually, competition from the Toyota Camry and Honda Accord proved too much for Ford to handle, and the Blue Oval hung its game-changing sedan out to dry. Product development dollars were funneled to trucks and SUVs, and the Zodiac's bull died a pauper's death in 2007 after an achingly long stint as a tattered fleet Queen.

When Alan Mulally took the helm of FoMoCo, the new CEO wondered why the recognizable – if tarnished – Taurus name had been abandoned. So a branding Band-Aid was affixed to the underperforming Five Hundred sedan and, unsurprisingly, consumers saw through the botched rebadging. The "new" Taurus was still the old Five Hundred; a dynamically challenged sedan whose biggest selling point was a really large trunk. In hindsight, the move may have been a way to revive the Taurus in the public's consciousness as Mulally and company went back to the drawing board to create a new world-class sedan capable of taking on the biggest names in the segment. The 2010 Ford Taurus is here... but does it have what it takes?

Before the rebadged Taurus arrived in 2008, the Blue Oval's bull was a midsize sedan. Not anymore. The 2010 model is larger... much larger. At 202.9 inches, the Taurus spans an additional five inches over the Toyota Avalon – or to put its gargantuan length into better perspective – nearly an inch longer than a Chevrolet Tahoe. That makes it a sedan even Baby Huey can love. But the 2010 Taurus doesn't just differentiate itself from past Taurus models in size, it's more upmarket in both look and feel.



Undoubtedly, one of the primary reasons that the last Taurus reclamation project fell flat was the donor Five Hundred's utterly uninteresting exterior design. The 2008 Taurus was so bland and unnoticeable it needed a chromed, Flava-Flav three bar grille to keep other motorists from running into it. For 2010, Ford has taken a different approach, making the two-ton sedan stand out with strong character lines on the hood and beltline that create a wide, muscular and luxurious exterior.

Up front, Ford has inset a set of modern, dynamic headlamps to accentuate the Taurus' sophisticated mug. The lower fascia makes this Blue Oval appear more aggressive, with a wide, trapezoidal shape reminiscent of the so-called "Kinetic" designs found on the European Mondeo and Focus. Our only issue is with the contrived three bar grille, which contrasts nicely with the lower fascia but falls short with its odd looking holes on the top and bottom slats. Out back, Ford has attempted to recapture some of the spark from its 2003 427 concept, so the Taurus's rump receives a set of squarish taillamps and a canted stance that gives the bull's butt a dynamic presence, with a minimalistic bumper that does its best to keep the already prodigious rear overhang in check.



While there's no question the Taurus is remarkably better looking than its predecessor, if Ford wants to recapture buyers, the interior would need to be special. In the past, Ford aimed for "class competitive" interiors, and in some cases, using the term "competitive" would be... generous. Thankfully, the days of strategically placed soft touch materials attempting to hide cheap dashboard bits and mismatched plastics are a thing of the past.

Seated inside our tester's substantial cabin, Ford's upmarket assault is front and center, with a thick, leather-wrapped steering wheel (fitted to every 2010 model) and exceedingly comfortable leather thrones that wouldn't feel out of place in something costing tens of thousands more. Ford has opted for a dual cockpit approach for the all-new Taurus, with massive, symmetrical overhangs at each end and an impressive center stack sweeping back to strike a perfect balance between visual appeal and terrific ergonomics. HVAC and radio switchgear are well within reach and the controls are exceptionally easy to navigate. And while the front may be one of the best seats in the house, since the Taurus is a family sedan at heart, Ford paid special attention to the occupants in the rear. In smaller vehicles, the kiddies tend to kick the driver's seat. In the Taurus, there's more than enough legroom to accommodate your average chocolate-faced adolescent. When the time comes to haul the detritus of modern life, the new Taurus' 20 cubic-foot trunk is another big plus for the family man or woman, with ample space to fit luggage, golf clubs, groceries and some camera equipment – all at the same time.



If you get gratuitous with the options, the Taurus can easily crest $40,000 with the addition of adaptive cruise control, moonroof, navigation and all-wheel drive, but our $30,980 SEL is probably a good indication of what the average Taurus will be outfitted with, and although it didn't come equipped with Ford's excellent but pricey navigation system, SYNC was included. As we've testified before, Ford's SYNC voice-control system just works, with Bluetooth, USB and auxiliary inputs for your MP3 player or phone a few clicks and spoken words away from connection. New for 2010 is the addition of Bluetooth Audio, which allows one to connect a Bluetooth-enabled MP3 player like an iPhone or iPod Touch to the stereo without wires. We're continuously amazed at how comfortable and intuitive SYNC is, and over time, it's become a staple of the Ford Driving Experience.

After spending time inside the new Blue Oval flagship, its obvious that Ford was shooting for world class levels of equipment and materials. But while the Taurus's cabin is a huge leap forward for Ford-badged vehicles, all is not rosy. Since the interior of the Taurus is so massive, spaces needed to be broken up, and the tan, leather-clad innards of our tester joins faux wood accents to accomplish the task. We're not huge fans of fake trees, and the materials look real enough, but that doesn't mean we're partial to it. The wood – particularly with the beige interior – is just too dowdy and dull, especially when matched with such a dynamic, modern design inside and out. Further, we could have done without the oddly hidden cupholders north of the center arm rest. It's nice to have them out of view when not in use, but the lines are very visible and break up an otherwise attractive center stack.

However, none of these nits get in the way of the Taurus driving experience, as the massive sedan is a competent and coddling cruiser. At just under 4,100 pounds, the Taurus is fully 600 pound heavier than a Chevrolet Malibu, and nearly a foot longer. Despite this, the Taurus' agility is impressive for a vehicle occupying such a sizable land mass.



During a particularly healthy flogging on some twisty B-roads, the Taurus proved a relatively tight package, with limited body roll and weight-defying grip. But when pushed hard, the Taurus feels too tall, too long and too heavy. The upgraded independent multi-link suspension offers a compliant ride that doesn't come across as floaty, and while the steering is fairly precise and decently weighted, road feel is nonexistent. The new Taurus is no backroad bomber, but this hefty sedan counters with the ability to isolate occupants from the world around them. Noise levels are nicely muted, making it easy to have an "indoor" conversation with back seat occupants, and pot holes and rail road tracks are soaked up without much hassle; something we can't say for some of the Taurus' competition, let alone your average purpose-built sports sedan. Obviously, the enthusiast set isn't the fish Ford is looking to hook, so it's comfort uber alles, and at that, Ford has succeeded.

On the power front, the Taurus makes due with a carryover powertrain in the form of Ford's 3.5-liter V6. With 263 horsepower and 249 pound-feet of torque channeled through a smooth-shifting six-speed automatic transmission, the Taurus is a lackadaisical cruiser, with just enough acceleration to keep you out of trouble, but hardly enough to get the blood pumping. Naturally, those looking for more pop can opt for the 365-hp EcoBoost SHO variant, but that starts at over $37,000. We suspect the average consumer will be content with the base powertrain, as most potential Taurus buyers probably don't tussle regularly with their inner Mario Andretti. With our right foot held largely in check, we achieved 22.9 mpg in mixed driving; a respectable number for a vehicle this size, and right at the center of its 18/28 EPA numbers.



With the new-for-2010 Taurus, you get the overwhelming sense that Ford has created a vehicle that knows exactly what it can and can't do. It delivers on style, comfort and features, while leaving sportiness to lighter, more dynamic performers like Dearborn's own Fusion. That can only help the Taurus compete against the likes of Toyota and Honda, and with customers placing more emphasis on value, the 2010 Taurus could give luxury stalwarts like the Cadillac DTS, Lexus ES, Acura RL and even the Lincoln MKS, something to worry about. But that can only happen if the new Taurus is bold enough and good enough for consumers to forgive Ford for its past sins with the Taurus. It's time to get over it – and after a week – we have.

[Source: Autoblog]

Lamborghini Estoque takin' it to the streets

Lamborghini has been hemming and hawing over the production prospects of the Estoque concept ever since it was unveiled last year at the Paris show. With a front-engine, four-door layout, the family-sized Lambo wouldn't be able to share much with either of the company's current models. But with Porsche and its new Panamera now under the same corporate umbrella – to say nothing of the upcoming Audi A7 and Bugatti Galibier concept – the prospects have never looked better.

As if to lend credence to the increasing amounts of speculation, an intrepid observer snapped the Estoque recently on the streets of Cologne, Germany. Unfortunately, the vehicle in question appears to be a the original concept car, and not a developmental test mule. However, its appearance – with no license plates, mind you – has got people asking a lot of questions. And whatever the answer, it certainly isn't that Lamborghini has killed the project.

[Source: ExoticsOnRoad.com]

Montezemolo reportedly confirms Ferrari 458 Spider

Ever since the introduction of the 348 Spider back in 1993 and on through the 355 Spider, 360 Spider and F430 Spider – to say nothing of the targa variants that came before – Ferrari has always produced droptop versions of its mid-engine V8 supercars. So it should come as no great surprise that Ferrari president Luca di Montezemolo has reportedly confirmed the development of a roadster version of the new 458 Italia.

Like its predecessors, the 458 Spider will likely feature a conventional folding soft-top, and you can expect it'll be one of the lightest and quickest to deploy and retract in the business. Still, there was some speculation that Maranello would forgo building a 458 Spider altogether, leaving its sun-worshipping, V8-lovin' clientele to be tended to by the California. But while the affable marquis has been off on some statements in the past, we'll take this one at wind-in-your-face value. Expect the 458 Spider to appear in a couple of years.

[Source: Quattroroute via Euocarblog]

Jaguar XJ 2010 Quietly Joins the Frankfurt Circus

All I can say is that I want one. I wasn't so sure about this when I first saw it, but the more that I have looked at it from different angles, and different colors and in motion, it is dang sexy! I was afraid it lost the sexiness of the Jaguar brand, but it has not. It is just a modern interpretation of beauty and flow. This car doesn't always photograph well, but it is awesome in video, when you can see it at the right angles.

Awesome because it is and awesome because its a 'Jag' (get it?). Jaguar does need a good X-type to complete a full transformation and please produce that XE concept that graced some car magazine a few months back with the vertical dual tail-pipes. A nice car maybe, but to me not a true Jaguar in character. Traditional Jaguar buyers (i.e. those who can afford to buy and run one) want to buy a true Jaguar. Maybe, however, this car will attract a totally different new crowd, possibly larger than before. Even so, I would not bet on it : too Lexus like.
I think I need to sell my sterling, because the British cars at the show can certainly resuscitate the manufacturing industry, if only it (car industry) has better global networks.Like the exterior, the cabin is thoroughly modern and luxurious. A sweeping swath of wood veneer circles the cockpit, while an attractive center console puts all the controls right at your fingertips. Trimmed in fine leather upholstery, the interior boasts 'virtual instrument dials', a panoramic glass roof, and an optional 1200W Bowers & Wilkins premium audio system.
Engine options include the 275PS 3.0-liter diesel V6, the naturally aspirated 385PS 5.0-liter V8, the supercharged 470PS 5.0-liter V8, and the monstrous 510PS supercharged 5.0-liter V8.

At last! The big cat has tossed off its cardigan and bowler cap and replaced it with a suit made by Studio Italia with a matching pair of designer shades from Ray Ban. Well done Jaguar. No all we've got to do is replace the ugly little brother X-type and the transformation of Jag's image will be complete. And yes, I find it pointless to have a scaled-down 470bhp version of the brilliant 510bhp V8. You want a scaled-down version, just remove the supercharger and find out what you're missing out on. I would also like to see Jag using a tuned version of Range-Rover's 3.6litre turbo-diesel V8, with power at around the 380bhp mark ( which is perfectly possible and economically viable ). But apart from that, well done to Jaguar once again. I salute you.

Review: 2009 Audi Q5 3.2 Quattro

Quality costs. Ask a recording engineer. For the same money you'll burn on a pile of inexpensive, non-serviceable gear whose greatest virtue is that "it works," you could alternatively purchase one channel's worth of serious equipment. The trade-off is that the real kit sounds great all the time, while the cheaper stuff never does. Boiled down to their essence, they both do the same thing, but it's the quality of the components and the careful construction that make all the difference.

It's the same thing with the 2009 Audi Q5. $50,000 will put your rump in vast automotive acreage, but for the same coin, the Q5's dimensions are tidy. Combating the "quantity equals quality" mindset, Audi has made the Q5 a standout. It's filled with luxury and comfort items, and put together with typical German fastidiousness. And out on the road, the Q5 chats you up with feedback that's – dare we say – sports-like. So has Audi managed to finally put the "sport" in Sport Utility?

Styling-wise, the Q5 is unmistakably Audi. Without carefully looking, it could be mistaken for its larger Q7 brother, if only ran through a clothes dryer. Initial inspection led your humble narrator to believe that the Q5 shares its underpinnings with Volkswagen's similarly-sized Tiguan, when in fact, the Q5 is based on the A4/A5's Modular Longitudinal Platform. Relatively compact, the Q5's lines share the recent Audi family style, which suggests constant forward motion by playing light along the surface detailing in a raked manner; lower in front than in back, like a modern, Teutonic hot rod.



The sculpted form is subtle and controlled, not over-muscled or gratuitously flared to look like some kind of U.N. Peacekeeping vehicle. The Q5 nevertheless blends in with the noise created by America's booming two-box pseudo-truck market. It's nicely styled and clean looking, but there's only so many places the form factor can go without being overly radical. Everyone knows what a Hummer looks like, and the H1, H2 and H3 share that style. The Q5, too, looks like an Audi crossover should, it's just a much less bold outpost of the styling world.

Audi exhibits its typical restraint with brightwork, with an accent around the windows and brushed aluminum rails tracing the arc of the roofline. Wheels look like blades from some outsized food processor, with a design open enough to bare the calipers for binder-peekers. The batwing taillamps have a gestural motion to their cross-car arc, and finish the back end tidily. It looks like the lights out back hold the entire bodywork in tension, and it's just right. While the Q5 is not outlandish enough to be anything other than just another wagon in denial outside of Nordstrom, A6 drivers will give you that serious-looking nod and half-wave off the steering wheel rim when you drive by.



Even if you aren't an Audi fan, you still might have a dippy smirk on your mug when Mr. Serious A6 offers up his faint acknowledgment, simply because the Q5 manages to be a heck of a lot of fun behind the wheel. The speed-sensitive steering feels heavy until you're traveling at highway speeds, although the wheel's rim isn't the chattiest of Cathies when it comes to feedback from the tires. Audi's 3.2-liter V6 has been to its choir classes and studied the Porsche Songbook for Six Cylinders well. Using the shifter's manual gate, you can hold the V6 at full bellow and enjoy its snarly, metallic growl. Of course, there's really no need to play with the shifter. When left to its own devices, the six-speed Tiptronic transmission makes the most of the engine's 270 horsepower in a quick, precise manner. The Q5's class-average 4,200 pounds will boogie when you push the accelerator down. The fleetness is even aided and abetted by reasonable fuel economy of 17/24 – not bad for something sticking up in the air and carrying all wheel drive.

Bite the Q5 into a slice of trajectory change, though, and a mere three letters will comprise your initial impression: Wow. There's an actual, playful chassis under this thing. It'll hunker and let you adjust attitude slightly with the throttle and carve a line through your favorite backward-S curve in a way that very few vehicles of this type accomplish. Further, the athleticism underneath isn't gained in a Faustian bargain that trades away ride quality.



Bumpy pavement is not smothered by excessive syrup in the springing, but events are mere blips on the scope. Railroad tracks are felt, dealt with and gone, all within the time it takes to traverse them. The Q5 is at once taut and cushy. There's never any bump-stop pounding or nautical swell-riding – it's a rewarding mix. Add the disciplined ride to the enthusiastic cornering, and it adds up to serious entertainment for the individual lucky enough to plant his or her backside in the supremely comfortable driver's chair. Our sampler carried Audi Drive Select, a system that allows drivers to toggle the Q5's responses between "Comfort" and "Dynamic." It didn't really seem to do much – shift points moved up a bit with Dynamic selected – so rather than push another button, we just left it in "Auto" most of the time.

On the topic of button pressing: There's entirely too much of it in the Q5. Simple things have extra steps added. Just try and change the fan setting successfully on the first try. Putting multiple functions on the same set of interface hardware can be a good idea, but Audi's execution is maddeningly overthought. MMI can be inscrutable and distracting instead of returning on its promise of streamlining operation, too. There are a lot of buttons bristling on the center console, as well as Audi's habitually bad placement of the audio volume knob there, and a torpid start/stop button. Admittedly, the non-standard location of the volume knob allows the passenger easy access, and the driver's thumb has its own volume control on the steering wheel spoke. At least it all looks nice, especially the navigation screen and clean, legible gauges.



Lending an airy feel to our test car – while also increasing the weight and raising the center of gravity – was an optional panoramic glass roof covering most of the ceiling. Trying to operate the overly complex human-car interface in any modern Audi may have you picturing that roof as an escape hatch when the machines go awry. Tech is the new thing, though, especially for luxury European makes, and the Q5 is right in line, with lots of menu-driven functions an excellent integration of iPods and even twin SD card slots right on the dash. The rest of the car is joyfully straightforward. Safety subsystems are there to dazzle and delight. Audi Side Assist lights little orange telltales in the side mirrors to warn you of a motorist occupying a blind spot. Optional rear-side airbags offer more pillow when you ignore that car, too, supplementing the already comprehensive list of safety and occupant protection equipment.

Comfort is good in all seating positions, though the roofline's arc may tickle the pompadour of taller occupants. Child seats are easily mounted with well-located LATCH anchors that don't require a search party to find. Materials throughout are high quality, and everything you touch feels damped, padded or buffed to a set of careful specifications. Since it is really just a gussied-up wagon, the cargo space is important. Stroller-bound parents may have some trouble fitting today's oversized kid hardware – there's not enough width for some items to fit any way other than diagonally. Outright space is available elsewhere, though, and the Q5 has enough room in the back for the day-to-day use most owners will give it. If hauling stuff and passengers is your game, the Q5's belly is going to fill up real fast, though.



So what's the bottom line – does the Q5 have the same goodness as a transformer-balanced Class-A microphone preamp? We think it does. Good, expensive hardware always has some kind of undefinable mojo that makes the output of its efforts flat-out brilliant, and that's what the Q5 feels like. The cockpit could use some de-complication, as it's the equivalent to a piece of audio gear's front panel controls, but once you figure out the Q5's deep function set, it becomes all the more endearing. Out of the box, it's simply the best driving crossover in its class, and Audi has put it all together with its typical careful execution. For now, it's the segment's ringer if you can afford it.


Second Look: Audi Q5 3.2 Quattro

With the glut of new premium small crossovers hitting the market as of late (Volvo XC60, Mercedes-Benz GLK, Cadillac SRX etc.), this reviewer wasn't prepared to enjoy the Q5 experience as much as he actually did. While Audi sedans have consistently been at or near the top of the sports/luxury heap, its Q7 big brother didn't properly prime us to drive the baby Q. It isn't that the Q7 is awful, mind, it just doesn't feel chock full of clever engineering like the rest of its four-ringed compatriots – it's absolutely huge on the outside, less so on the inside, and only moderately entertaining to drive. So, if you've got it in your head that the Q5 is merely a Shrinky Dink'd Q7, get that out of your head right now.

As Roth correctly points out, the Q5 is easily the driver's car of the entry-level premium CUV niche, and you notice it right from the off – particularly when specced out with Audi Drive Select, whose variable ratio steering is clearly more heavily weighted than its contemporaries. ADS allows one to tweak both the quickness and the heft of the helm, but even at its lightest setting, it's simply more direct than the others we've sampled. That's not to say that it's not a bit synthetic in feel (it can add weight suddenly at low speeds) or that it's the last word in feedback, but it does a better job than similar systems and the added resistance helps one feel more in control. In fact, it add a feeling of added solidity and security to the whole vehicle, as does the rear-biased Quattro all-wheel drive.

In contrast to Roth, however, this author is significantly less critical when it comes to MMI. While the infotainment system has its ergonomic challenges, familiarity beyond a week of driving helps facilitate ease-of-use greatly, as does the voice activation capability that understands normal conversational terms. And latest generation's updated navi graphics are both fun and helpful. Most of us would just assume abandon the all-in-one ICE solution adopted by Audi and its chief German rivals, but MMI doesn't strike yours truly as any less rational a solution than BMW's iDrive or Mercedes-Benz's COMAND system.

All-in, the Q5 is a clever (if costly) tool that we can see being very easy to live with on a daily basis – both as family men and women – and as enthusiasts.

[Source: Autoblog]

BMW Lovos concept

It must be fun to be a car designer. Unless, of course, your name becomes synonymous with a specific styling trend that very few seem to appreciate... but we digress. It definitely seems that 24-year-old Pforzheim University graduate Anne Forschner had a good time coming up with her BMW Lovos concept, which can alternatively look either like a frightened porcupine or svelte salmon, depending on its needs at the time.

The exterior of the Lovos – which somewhat ironically stands for Lifestyle of Voluntary Simplicity – is theoretically constructed from just one fully exchangeable part that recurs 260 times. Each exterior piece is covered in solar photovoltaic cells and can hinge on a substructure underneath to follow the sun or act as individual airbrakes. We can only assume the concept would be powered by electricity, as it makes our hairs stand up on end.

[Source: cardesign.ru]

Land Rover confirms two-door LRX for production

Land Rover has today confirmed what we've long expected – the popular LRX Concept from the 2008 edition of the Detroit Auto Show is headed for production. The British-born automaker doesn't actually say the new 'ute will be called the LRX when it hits the market in 2011, but it will definitely be wearing a Range Rover badge and therefore likely be marketed as a premium vehicle.

No details are given about the coupe-like SUV's powertrain, but Land Rover does say the it "will be the smallest, lightest and most efficient vehicle the company has ever produced." Previous reports have suggested the production LRX will share underpinnings with the LR2 (a.k.a. the Freelander) and will be offered with an optional all-wheel-drive hybrid powertrain that may use an electric motor to power the rear wheels and a transverse engine underhood driving the front wheels.

Judging from the lone rendering released with this announcement, the basic shape from the LRX Concept should survive mostly intact, perhaps gaining a slightly more pronounced front fascia to go along with the production-necessary external door handles. Expect more details to filter out at the beginning of 2010

[Source: Land Rover]



PRESS RELEASE

SMALL RANGE ROVER CONFIRMED FOR PRODUCTION

Gaydon, Warwickshire, 24 September 2009 – Land Rover has confirmed today that a production version of its exciting LRX concept car will be built. The new car will debut next year and join the Range Rover line-up in 2011.

Designed and engineered at Land Rover's state of the art Gaydon facility, the new Range Rover will be the smallest, lightest and most efficient vehicle the company has ever produced.

The new car will be built at the multi award-winning plant in Halewood, on Merseyside, subject to quality and productivity agreements and will be sold in over 100 countries around the world.

Phil Popham, managing director of Land Rover said: "The production of a small Range Rover model is excellent news for our employees, dealers and customers. It is a demonstration of our commitment to investing for the future, to continue to deliver relevant vehicles for our customers, with the outstanding breadth of capability for which we are world-renowned."

"Feedback from our customer research also fully supports our belief that a production version of the LRX Concept would further raise the desirability of our brand and absolutely meet their expectations." Phil added.

Gerry McGovern, Land Rover design director said "The new vehicle will be a natural extension to the Range Rover line-up, complementing the existing models and helping to define a new segment. It will be true to the concept and have many recognisable Range Rover design cues including the signature clamshell bonnet, the floating roof and the solid 'wheel-at-each-corner' stance."

More details of the new small Range Rover will be released next year.

New Audi A6 2010 Handsome and refined : Reviews and Specification

The new Audi A6 range still provides a perfect balance of supple ride comfort, precise responsive handling and impressive power. But now the range looks even better, with new styling inside and out. Major improvements in performance, fuel economy and emissions have also been achieved by installing new or updated engines. From the A6 Saloon to the supremely powerful 580PS Audi RS 6, every model in the new Audi A6 range now performs even better than before.

I think, an Audi isn't an Audi without quattro. Its what their cars are about and when I get mine I will certainly get quattro, like you have kevolution. The new S4 which isn't out yet looks great and its got some really interesting technology in it like torque vectoring etc which apparently removes understeer and makes the ride even better. I like going round corners fast as well so its good their cars stick to the road. Hmmm... they should consider a new name. Perhaps Steel-Aluminium Space frame? anyway, gosh, someone mentioned spyshot... gosh, there's a word "rendering" below the picture... and besides, it's too much current-ish look and headlights are squinty.
Se i told you so, these brothers of Audihave now run out of ideas, what now, they are already releasing an A6 that or rather an A4 fraternal twin.Pretty soon the A8 will look like an enlarged A6. The Passat will obviiously steal some design cues and all hell will break loose at Audi.Obviously the new A6 won't look anything like this. The article is completely wrong saying that the design is confirmed as being the same as an A4 only larger, thats complete BS. If you believe the article you must be an idiot. Its like believing the next generation E class will look like an enlarged C class. In the case of the A6 and E class they will definitely be different. You'd think that would be obvious. Mechanically, things are far more interesting. Three of the four engines—the 255-hp 3.1-liter V6, 350-hp 4.2-liter V8, and the 435-hp 5.2-liter V10 from the hot-blooded S6 version soldier on with minimal changes, but the supercharged V6 is all new. This 3.0-liter V6 motor belts out 300 hp from the air-pumping effort of a Roots supercharger. The belt-driven blower resides in the valley of the engine and pushes the air past a pair of intercoolers. Thanks to the charge-cooling effects of direct fuel injection—a system used on all A6 engines—the supercharged engine runs a fairly lofty 10.5:1 compression ratio and a maximum boost level of 11.6 psi. While an A6 with the base 3.1-liter engine is available with front-wheel drive and a continuously variable transmission, the rest of the lineup comes standard with a six-speed automatic gearbox (the shift-yourself Tiptronic feature continues) and Audi's Quattro all-wheel-drive system. Speaking of Quattro, it's been revised for 2009 and now sends slightly more engine power to the rear (the front/rear split is 40/60) which should—when combined with a retuned suspension—liven up the handling.

source : audi.co.uk

2010 VOLKSWAGEN EOS

The VW Eos 2010 is stable on the highway even with the top down, exhibiting little of the body shake common to convertibles at highway speed. It is balanced enough in the corners to provide a fun ride, but the steering and suspension are clearly intended for comfortable cruising, not sporty driving. Brakes are competent, though some testers say they fade quickly with repeated hard braking.In the end, you'll have to decide how much you want to pay for top-down motoring and how important it is for top-up motoring to include a roof made of metal and glass. If your budget is fixed somewhere in the low $30K range, the 2009 Volkswagen Eos is an excellent choice. However, when fully optioned, the Eos makes less sense as its price nears that of BMW's superb 3 Series convertible, a vehicle that combines a hardtop, driving fun and prestige."-- When the top is up on the Volkswagen Eos it doesn't look anything like a soft-top convertible. Admittedly it's not eye-poppingly attractive or truly sexy, but it's acceptable. In many ways the Eos is a cross between a Jetta or even a Passat and a GTI. That's appropriate, as it's built off a combination of the three cars"

Just when you though Volkswagen had run out of ideas for special edition models, the German firm goes and creates another one. If you live in Europe, say hello to the new Eos GT Sport model that is distinguished on the outside by its mainly due to the black colored retractable hardtop with tinted rear windows and 18-inch alloy wheels. The special edition version also adds chrome grille slats, darkened headlights and 'cherry-red' tail lamps along with a lower stance thanks to the standard sport suspension that lowers the ride height by 15mm.
The new special edition Eos also features numerous upgrades in the interior including aluminum sport pedals, heated front seats in leather / Alcantara and a new three-spoke leather steering wheel with gray decorative stitching.

CarScoop.com

Ferrari 458 Italia 2010 Michael Schumacher : Reviews and Specification

Ferrari 458 Italia,i'm objective , i'm not a Ferrari fan , but i respect the brand and i like some of their cars. but i don't like anything on this car, not one bit. and the cracks near the horrible headlights are the worst. Pininfarina was a bad choice for this car , they just can't do good looking form-follows-function cars. there were several ugly Ferrari models, but this one is by far the ugliest.
i understand why Ferrari fans like this car , but for people who don't get all wet when they hear the Ferrari name, this car just looks ugly
Just down the road from Modena, Italy where Maserati resides, the factory at Maranello is set to introduce a new a radical sports car sure to start a stampede. In Frankfurt, Ferrari will take the wraps of the highly anticipated Ferrari 458 Italia and by all accounts, it’s a stunner!Just saw the real deal live in the skin at the show- . This car is absolutely gorgeous, the curves and the proportions are pure sex! Let me tell you, I was one of the haters when I first saw the pics here but that has been completely phased out by feelings of lust. PS* it's gonna cost 300k here in the US. it will be great car no doubt.. but it's getting impractical... who's gonna need 3.4s from 0-100 for normal usage? it's getting faster at the same time more dangerous as it requires more professional skill to drive.. posers without skill will get themselves killed in such machine..
A replacement for the outgoing Ferrari F430, power comes in the form of a mid-engine 4.5-liter V8. Producing a staggering 562 horsepower and 398 lb.-ft of torque, it screams all the way to a redline of 9,000 rpm. Zero to sixty is easily attained in 3.4. And, for the first time ever in a V8 Ferrari, top speed is expected to exceed 200 miles-per-hour, (202 mph).
It is said Michael Schumacher played a significant role in the design of the new Ferrari 458 Italia. A Seven Times Formula One Champion, he understands the need to reduce weight to a minimum. As such, the new 458 Italia tips the scales at a mere 3,042 lbs.

Euro Peugeot RCZ Limited Edition 2010 : Review and Specification

I really don't get Peugeot. In the 80's they used to be the kings of group B racing with 500 hp turbo 1.8L. Now their front wheel drive 1.6 turbo makes 156 hp? First off make this an MR. Next boost the power by at least 120 hp. Good looks are nothing without the power to back them up. C'mon wake up peugeot! I think Peugeot's main flaw is not the power of the motor as some of the above mentioned.
What you should do is scratch the name RCZ and call it what it is, a Peugeot 308 coupe'. Then all will make sense.
After all, it still looks like the regular 308 from the front which kills the design in my opinion.
I like the THP175 engine, but it had a little lack of torque on 6000rpm, so I look forward to this 200hp version. The 156hp version is just for cruisers that wants a good looking car. PSA should just but the THP200 in normal 308GT, 207RC, 407 and C4 and so on... especially reserved for European buyers who will be able to order their cars at the Frankfurt Motor Show or on the Peugeot website. The number is significant as next year marks the 200th anniversary of the existence of Peugeot as an industrial brand name.
The RCZ is powered by a 1.6-litre THP petrol engine making 115kW (156hp). Funny enough MINI's Roadster Concept has the exact same engine and gets 155kW (211hp) out of it. Plus the Englishman's concept is similar to the Peugeot; coupe, small engine, fun to drive. Hopefully the more powerful rumoured RCZ is under development as we speak.
The car runs off a 6-speed manual gearbox and sends power to the 19-inch wheels. These are matte black and are housed inside smoked chrome wheels arches. The Limited Edition RCZ features new pearlescent white paintwork and a double bubble roof covered in carbon fibre.
Inside nice things include Nappan black leather upholstery with heating function, front and rear parking assistance and more. These and other goodies like directional bi-xenon headlights, are part of three packages included with the €35,500 price.
Source: Peugeot

Maserati GranCabrio 2010 : Reviews and Specification

Maserati is famous for designing magnificent automobiles with exclusive performance at somewhat less than stratospheric prices when compared to Ferrari, Lamborghini and Bentley. To own a Maserati is to possess a piece of Italy. Each vehicle is a work of art, perfectly sculpted lines stretched over a taunt canvas of metal.
If you were to ask a Maserati owner, or potential buyer, what one vehicle they crave, the answer is most likely a cabriolet. Driving a Maserati can only be improved by steering and applying the accelerator and brakes pedals while wind blows through your hair.
In answer to this need within the niche market of exotic sports cars, the automaker will introduce the 2010 Maserati GranCabrio in Frankfurt. This will complete the third prong in the Trident symbol, offering a product line that includes Quattroporte, GranTurismo and now GranCabrio.
What makes this a first for Maserati is the fact four people can sit comfortably in the confines of a luxurious, grand touring cabriolet. The 2010 Maserati GranCabrio is powered by a 4.7-liter V8 producing 433 horsepower. Featuring a canvas-only roof, more will be revealed as details emerge at the motor show.

source: autos.yahoo.com

New Rolls Royce RR4 2010 : Reviews , Photo and Specification

Rolls-Royce Motor Cars have announced the official name for the model only known as the new Rolls-Royce RR4 so far, previewed as the 200EX Concept early this year. What advantages will this motorcar have over say, a subway train (a regular train is a little too extravagant for the financialocalypse), which I can also afford?The shots show a car with typical Rolls Royce style, but at a more-Financiapocalypse-like price of between $200,000 and $250,000. This makes sense as the Rolls Royce RR4 is set to be slated between parent company BMW'and the top-of-the-line Rolls Royce Phantom, with parts from the former and the style of the latter. The new exterior photos also give us a more clear picture of the curvier shape and sleeker profile of the new Rolls Royce. Just use your imagination to add the gigantic chrome grille.

The new car will be called the Rolls-Royce Ghost, in a similiar naming theme with its bigger brother, the Phantom. Perhaps with conspicuous consumption falling out of favor, you're looking to downsize from your Phantom. Perhaps you're Kanye West and you feel the need to lower your public profile, but you don't want to give up your Roller's famously coddling ride. Well, B-list celebrities and hangers-on, Rolls-Royce has your number, and it's called the Ghost.
Also released with the announcement are some updated specs. The 200EX Concept had a V12 engine (no other details) and a 6-speed auto. The final Rolls-Royce Ghost production car will have a 6.6 liter turbocharged V12 – that’s up 0.6 liters from the 6.0 liter unit in the BMW 760i.
Like the 760i, it will be mated to a ZF 8-speed automatic, and while Rolls-Royce says the 6.6 liter will produced over 500 horsepower, it may very well be closer to 600 since the 760i already makes 544 horses.
Dimensions-wise. the Ghost will measure 5399mm long, 1948mm side, and 1550mm tall with a wheelbase of 3,295mm. That’s a good measure longer than the F02 LWB 7-Series 3,210mm wheelbase, but shorter than the Phanton’s 3,571mm and the Phantom Coupe’s 3,320mm.

This set contains interior shots of two separate RR4 prototypes—one has what appears to be a steering wheel from the '09 7-series, while the second test vehicle has a fully badged Rolls-Royce wheel, with revised switches that give us the true look of the new Roller's steering wheel.
The RR4 is expected to arrive as a 2010 model with a price ranging between $250,000 -$280,000—about 100-grand less than Rolls Royce's flagship Phantom. The RR4 will share many components with the '09 7-series, but we're beginning to see that those shared bits will definitely lie beneath the surface.Looks like they ran out of car there toward the rear end.

New Megane Renaultsport 250 UK 2010 Launch Announced: Reviews and Specification

Exterior looks great, too bad they're behind the new Golf R : less power, and no dual clutch. . ..megane rs 2 & 3 is the best traction in europe with exceptional roadholding although the engine is less powerful than the ford rs. Golf R is typed more comfort than sport.If they can prove to me that this one will do more for engine-note than the R26 R did, I will be first in line. The french are doing great things.In a world that was once domineered mainly by German manufacturers ... the Frenchies sure are making an impact and times are changing ... Can't wait to buy it, it's gonna kick ass! (current RS225 owner) . In my opinion, cars are like women, they have to be reliable and beautifyl, who cares if some car accelerates second or 2 seconds faster, if it has bad brakes, suspension or reliability.The Mégane Renaultsport 250 is set apart by a bodykit that includes a dramatic front splitter, LED daytime running lights, widened sills and eighteen-inch wheels. A motorsport influence is obvious on the interior, where the seats are heavily bolstered and the analog tachometer includes audible and visual shift indicators. A special Renaultsport steering wheel with thumb grips and aluminum pedals help to set the mood.
The 2.0 liter turbocharged 16-valve engine produces 250 horsepower and 340Nm torque, a twenty-horse boost over the Mégane R26.R. The responsive twin-scroll turbo provides a broad powerband, and power is routed through a six-speed manual gearbox. The engine note has also been tuned in an effort to get the perfect burble.

The other feature is the Renaultsport Dynamic Management which controls the intensity of the Electronic Skid Control (ESC). At its most extreme the function can be totally switched off. Two chassis settings are available, the standard Sport setting which is more of an everyday setup and the stiffer Cup setting.
Styling enhancements include LED daytime running lights, an F1-inspired front bumper blade, side sills, wider wheel arches, a rear diffuser and an extended tailgate spoiler. The centrally-mounted tailpipe apparently gives out notes that can rival any comparable sports car.
The interior can be fitted with optional Recaro seats while the steering wheel is reach and height adjustable. Aluminium pedal covers are also included.
Source: Renault