New 2010 Enzo F70 Ferrari : Reviews and Specification

The concept is fantastic and just what Ferrari F70 2010 Enzo needs to put those Veyron likes where they belong, and as pointed out by vazirncars; Its sure Pininfarina will breath their magic and make it look as fantastic as ever. Let's face it, what ever Ferrari do next they are their own worse enemies with the 458 nearly eclipsing the Enzo, this means their new flagship has to be really special, and I am sure it will be. Consider the F70 a Caparo with a bigger engine and a bit more creature comfort. the "twitching" can be fixed thanks to the miracle of modern electronics and what Ferrari calls the Manettino.F1-style carbon fibre tub forming the basis of its MP4-12C supercar, so Ferrari wants to regain the initiative in this area. An overhauled and shrunken tub, carbon fibre body panels – plus carbon-ceramic brakes and a no-frills cabin – should keep weight to a minimum. Ferrari already heads efforts to reduce CO2, having slashed output by 10 per cent in 2009. It promises further cuts from its current 387g/km average by 2012.
But reducing body mass alone won’t be enough to achieve this. To slash CO2 significantly, the engine also needs an advanced design. The Enzo’s V12 will make way for a new direct-injection twin-turbo V8 – the same layout as in the legendary F40. Output is likely to be on a par with the Enzo’s 660bhp, but that lower weight should put performance on another level. Expect a three-second 0-60mph time and top speed in excess of 230mph.

A twin-turbo V6 is also under consideration, to replace the 458 Italia and California’s V8s. Yet before either unit is signed off, engineers are keen to eliminate turbo lag. The F40 was famous for the delay between throttle inputs and the arrival of a savage wave of torque. But Ferrari claims it won’t resort to turbos again until it’s perfected the technology to give the instant response for which its naturally aspirated cars are renowned.
Just like the Enzo, the F70 will be strictly limited to a production run of 399 examples, adhering to Ferrari’s philosophy of always building one less car than you think you can sell. But not just anyone will be able to put their name on the waiting list. Buyers will need to be personally invited by Ferrari to stump up the expected million (£600,000) asking price when the car goes on sale in 2010-2012.Ferrari’s new F70 will not only be faster and more focused than the Enzo, but smaller, lighter and more fuel efficient, too

source autoexpress.co.uk

2010 New Ford Mustang : 305hp V6 Engine(Reviews and Specificatian)

The Mustang 2010 used to be sold and made in Europe as the T5. It would be nice to see this car make it's way back thereThe engine is not only more powerful than the previous unit, but should also provide better fuel economy.
The company will use a 3.7-liter, 24-valve Duratec engine that produces 305-horsepower and up to 380 ft-lb of torque. This is a huge power improvement over the 210-hp 4.0-liter V6 used on the 2010 model year, despite the current unit having a larger displacement.Wow, almost 30mpg from a muscle car that looks this good? I think that Ford can begin sending this cars in Europe for a fight with the euro spec Camaro in 2011. Guess that muscle cars have a future after all.
This prompts obvious questions about what Ford will unveil for the Mustang GT. The aluminum engine is only 5-hp shy of the V8 engine used on the 2010 Mustang GT.Ford will pair the engine with a six-speed manual gearbox and short-throw shifter, with a hill-assist automatic transmission also available. Fuel economy with the manual is rated at 18mpg city, 29mpg highway, a slight improvement over the 18/26 figure on the 2010 MY.Make that 280lb-ft of torque, not 380. Its basically the same engine used in the Lincoln MKS but with a bump in hp.
Regardless, with this new engine it will no longer be the case that when a man mentions that he's driving a V6 Mustang that his comment will carry the same weight as casually mentioning to his close circle of female friends that making out with Edward Cullen probably wouldn't be that bad.

The real improvement is seen with the automatic, which gets 30mpg on the highway, a 25% gain over the outgoing model. New customers will also notice improvements in the chassis, springs, and damper tuning for better handling. A limited-slip differential will also come standard

Finally, and this is economical also. But now the v6 has 6 speed and the v8 5. Always when I see a picture of a mustangs engine I'm amazed that it isn't coverd in plastic like almost any other car today. NIce.

Review: 2010 Buick LaCrosse CXL

With great fanfare, General Motors has introduced the 2010 Buick LaCrosse, a vehicle with which the automaker hopes to jump-start a sweeping brand transformation for the tired Tri-Shield. For Buick to be a success in GM's post-bailout, post-bankruptcy era, the brand must dump its well-deserved reputation as the preferred marque of last-time buyers. (Average age of previous-model LaCrosse buyer: Around 70.) For better or worse, as it scrambles to get more – and younger – drivers behind the wheel, Buick has elected to position itself as America's Lexus in a bid to give itself some premium cachet.

Frankly, that's a pretty tall order, but if first impressions mean anything, the Buick LaCrosse might be crowned GM's savior on appearances alone, because it's that attractive, especially compared to the fish-faced namesake it replaces. The 2009-and-prior LaCrosse looks like the unfortunate love child of a third-generation Ford Taurus and a Mitsuoka Orochi. Or, put plainly, it looks like some ugly Chinese car. By comparison, the 2010 LaCrosse is classy and stylish. Therein lies the delicious irony: the 2010 Buick LaCrosse's glitzy looks were, in fact, jointly developed with GM China's design team. Go figure, and be thankful. In the metal, this ride draws plenty appreciative stares.

Viewed in profile, the 2010 Buick LaCrosse's fast-looking roofline sweeps down into a short, high rear decklid. Acres of sheet metal reside under the greenhouse, and to mitigate the ensuing slab-sidedness, the designers employ a Lexus-style chrome strip along the bottom of the door panels along with a corresponding indent in the bodywork. What really breaks up the monotony, however, is the 21st-century version of the Buick sweep-spear, implemented here as a crease in the bodywork that turns the LaCrosse's chunkiness into a something a bit more voluptuous-looking. The LaCrosse CXL's chrome-finished, seven-spoke 18-inch wheels fill out the wells nicely, and the 19-inchers you get with the top-spec Lacrosse CXS would look better proportioned still.



Arched headlamps flank Buick's signature waterfall grille, and the lower bumper openings turn down into a frown at the corners. It makes for a sterner look than the bewildered, four-eyed face sported by the old LaCrosse. The hood ventiports on the new LaCrosse are also purely ornamental. Moving aft, tail lamps resembling chrome-edged flower petals finish off the rear end. From an exterior styling perspective, the new Buick LaCrosse drips curb appeal all over the sidewalk.

The good news continues with the swanky interior, elegantly decked out in a tasteful two-tone motif in the case of our tester. Material quality gets a solid thumbs-up, and GM goes so far as to add stitching to some of the soft-touch door and dash surfaces, making them look as though they're wrapped in leather, when in fact it's merely a visual sleight-of-hand. Don't laugh – it works. The front seats are comfortable and reasonably bolstered, but the best seats in the house may be one row back. At 40.5 inches, rear seat legroom is very good. That's more than the Pontiac G8 – no slouch in the department at 39.4 inches – just shy of the Toyota Avalon's 40.9 inches, and simply obliterates the 35.9 inches you'll get as a backseater in the Lexus ES350. If you don't get to ride shotgun in the LaCrosse, it's no penalty to be relegated to the back, where you can sit back and enjoy the quiet cabin in great comfort. Go ahead, cross your legs. You can.



A sweeping, beautifully-designed cockpit envelops the driver and front passenger in leather, attractive woodgrain and a variety of soft-touch surfaces. Beyond GM's new corporate steering wheel (leather-wrapped, heated and with woodgrain on top) is a padded binnacle shrouding the LaCrosse's attractive and unique tach and speedo gauges. Their ice blue illumination is further accented by cool ambient lighting that dresses up the instrument panel at night. The snazzy-looking layout layout stumbles a bit when your eyes land on the parts bin-special driver information and radio displays – similar to the ones you'll find in the Chevrolet Camaro, Equinox and GMC Terrain. They work fine and are eminently readable, but the look isn't as polished as, say, the audio display in the Cadillac CTS (or something in that general vein), whose higher-res presentation would better fit the premium theme GM says it's trying to get at with the revamped Buick.

The LaCrosse's center stack features the familiar, two-dial radio setup you expect to find in a GM car. Below the station preset keys, you'll find a total of 24 additional buttons, controlling various other audio and HVAC features. In daylight, the arrangement is a bit busy, but still usable. At night, however, it can be hard to discern what's what, as the area becomes a jumbled sea of little blue words and icons. One rainy evening, the windshield fogged up quickly and we spent more time looking down at the instrument panel for the proper buttons to make the adjustments than we would normally be comfortable with, particularly at highway speeds. The wheel-mounted cruise and radio controls work great, and there are enough station presets that we seldom needed to reach for the manual tuning dial at all.



While the LaCrosse's steep A-pillar angle helps make the car look great on the outside, it wreaks havoc on driver visibility, effectively blocking your view of any street you plan to turn left onto. Likewise, the rear view is compromised by the LaCrosse's high rear deck, which contributes to rearward visibility that's downright SUV-like. It's a trend that's maddening and unlikely to go away anytime soon. A standard-equipment rear-view camera, as GM offers on the cheaper GMC Terrain, would work wonders here. Alas, a cam is only available in the laCrosse if you order the stereo with nav system. Without it, backing out of a space in a crowded supermarket parking lot can become a white-knuckle affair, since little kids are obscured by the high rump.

Trunk space is actually pretty skinflint, especially for a big vehicle, at just 13.3 cubic feet. It's a shame, too, as the trunk itself is deeper than the short rear deck would suggest. We slid a stroller in lengthwise without even folding back the handle, and it fit with room to spare. The issue is that the usable area is sacrificed in the name of big, intrusive gooseneck hinges. The hinges are blocked off, so there's no danger of crushing your cargo, but the space they occupy would have added a sizable amount of cargo-carrying capacity had GM set up the trunk with struts instead. It's a missed opportunity. Yes, the Lexus ES uses a similar setup, but that's no excuse.



But our biggest disappointment came from the 252-horsepower and 215 pound-feet of torque provided by the direct-injected 3.0-liter V6 sitting under our all-wheel-drive LaCrosse CXL's clamshell hood. In this 4,196-pound car – yes, it's a porker – the 3.0-liter six is a leisurely performer at best and overmatched at worst. The middle-spec bent six is perfectly acceptable in around-town runabout duty, but when you come upon a situation demanding more power, like highway passing, frustration sets in as the oomph on tap is hardly on-demand. Flipping the six-speed auto into manual mode offers little relief; in our experience, it only served to make the faint noise emanating from beyond the firewall a little more audible, with no real difference in tangible forward momentum.

The 280-hp and 259 lb-ft of twist from the 3.6-liter V6 in the stepped-up LaCrosse CXS clearly seems like the better choice for this car, and we wish it's what we had when the LaCrosse paid its visit to our garage, but you also forego the option of all-wheel drive by opting for the top trim level. If you live in a region where you want the added confidence that four-wheel grip bestows in winter weather, you're stuck with the 3.0-liter. Given our experience with the 3.0-liter V6, the 2.4-liter four-cylinder that'll be available as an option in the base CX trim (the 3.0 V6 is standard) doesn't seem like something we would ever see ourselves going for.



In a separate aside, the mere presence of the LaCrosse CX, which comes with standard cloth seating and steel wheels, doesn't exactly jibe with the whole Lexus-alternative meme that the marketing department is working so hard to cultivate. Look for something like that at a Lexus store, and the salesman will gently direct you to his Camry-selling brethren across the street. Likewise, the LaCrosse CX seems like an equipment mix better suited to a Chevrolet dealership. Airport rental, anyone?

Behind the wheel, the LaCrosse's hydraulically-assisted steering delivers great overall response and feedback, but a smidge less power assistance would be more than welcome. On-center feel is good, and the sedan stays pointed where you want it without any vagueness or slop in the wheel. Dynamically, the Buick is competent if not exciting. Hell, it's actually pretty boring, which, when you consider that the Lexus ES is the named benchmark, is not necessarily a derogatory judgement. Sound isolation is excellent, engine noise is well-muted and if your local DOT isn't known for maintaining silky-smooth roads, the imperfections you drive over are swallowed up ably, with little more than muted thumps making themselves heard and felt inside. Best of all, the suspension delivers comfort without resorting to the wallowy feel that characterized "American luxury" for so long. Drive it hard into a corner, and the LaCrosse protests with understeer, but the reality is that it's not a car that begs to be driven hard in the first place. Refinement and good manners rule the day here, and the LaCrosse is at its best when you take it easy and let it coddle you.



In the end, we walked away from the 2010 Buick LaCrosse CXL impressed, but not completely blown away. If you're looking for excitement, you'll find it in the car's dazzling visual presentation, but its mild-mannered demeanor means it can be a bit of a snooze from behind the wheel. Then again, if the 2010 Buick LaCrosse is the American Lexus that GM so desperately wants it to be, maybe this blend of outward glitz and reserved composure is exactly what the doctor ordered. Time will tell.

[Source: Autoblog]

2010 2011 Chevy Cruze finally unveiled in U.S.-market trim

Chevrolet is one of America's best-known and best-selling automotive brands, and one of the fastest growing brands in the world. With fuel solutions that range from "gas-friendly to gas-free," Chevrolet has nine models that offer an EPA-estimated 30 miles per gallon or more on the highway, and offers three hybrid models. More than 2.5 million Chevrolets that run on E85 biofuel have been sold. Chevrolet delivers expressive design, spirited performance and strives to provide the best value in every segment in which it competes "We had to revisit our development work and planning to comply with the change in the environment." that bubbled front end GM has used on more or less every vehicle makes it kinda fad into the background cause its nothing new styling wise. But the interior looks good, just gotta see what materials they will use
The original plans for the next-gen Civic were for a larger vehicle than the existing sedan, but the new strategy will see its external dimensions shrinking slightly. However, the report says the designers aim to "create a perceived sense of increased roominess inside".
The next-gen Civic was expected in 2010/11, but the last-minute redesign could push back the launch date.When it does finally arrive, the Cruze should be a huge step forward from the Chevy Cobalt, and GM hopes it will be an able competitor to the next-generation Honda Civic and Ford Focus, which are slated to arrive not long afterward. The Cruze is slightly larger than the Cobalt, but will be powered by downsized engines, including a new 1.4-liter turbocharged four cylinder with 138 horsepower and 148 pound-feet of torque, as well as a 1.8-liter normally-aspirated unit with similar power but less torque. All Cruze models will get six-speed gearboxes – either manual or automatic. The turbo Cruze is expected to score an impressive 40 mpg EPA highway rating. really interested in the 1.4 L turbocharged mill. It should be very well suited for city driving, and if it is competent on the highway, I can't see the Cruze not selling well--as long as GM doesn't royally screw something up between now and then. The styling and interior look top notch--better-than-Civic-or-Corolla, certainly. Standard on LS models is an Ecotec 1.8L four-cylinder that has the same basic architecture as the 1.4L turbo. Both engines are part of GM's family of global small-displacement engines designed with fuel efficiency in mind, including technology such as full variable valve timing that optimizes performance and fuel economy across the rpm band.

The 2011 Chevrolet Cruze will be offered in LS, LT and LTZ trims. Standard and available equipment includes:

* New family of efficient four-cylinder engines, including a 1.4L turbo and 1.8L
* Six-speed automatic and manual transmissions
* Ten standard air bags, including frontal, side-impact, roof rail head curtain, rear seat side air bags and new knee air bags
* Electronic stability control with rollover sensing
* Bluetooth, USB connectivity and navigation system
* XM Satellite Radio and OnStar
* MacPherson strut front suspension and Watts Z-link rear suspension, with a family of 16-, 17- and 18-inch wheels
* Standard StabiliTrak electronic stability control, traction control and anti-lock brakes
* Fuel-saving, rack-mounted electric power steering
* Unexpected levels of quietness, smoothness and refinement for the segment

2010 Buick Regal prototype : Reviews and Specs

I think for stock wheels they look pretty good and fit the overall theme of the car...From what I can tell in the pictures they seem to be in plus size with lower profile tires which works with the car....I think the size is okay, could be offset a little more. But the thick chunky spokes just go against the lithe athletic swooping lines and shape of the car.
That's the nice thing about wheels. If you don't like them, it's a really easy thing to fix. ;) If you've got a purple and yellow polka-dot tie, it's no reason to throw out the Armani suit.
I think some nice concave 5-7 spoke wheels (with thinner spokes) would look better. Or those OPC wheels...LOL.
As far as new car previews go, the conditions for our Buick drive weren't exactly auspicious – cold, rainy, slate gray November mornings in Michigan have a way of dulling both spirits and expectations. Thankfully, the rain would relent long enough for us to get our driving in, and as it turned out, GM had lined up a more interesting cocktail of vehicles for us to sample than we expected. Not only did we find a full-dress 2011 Buick Regal, but also a stock Opel Insignia, a pair of "Regalized" Insignias (Opels that had been given the full slate of changes GM will give the car as a Buick in North America), a LaCrosse and – wait for it – a sinister black Insignia OPC (below) – the latter being a car we've admired at European auto shows but never figured we'd have the chance to drive. Suddenly, the morning was looking a bit brighter.The front-drive Regal will arrive next spring carrying a normally aspirated 2.4-liter four-cylinder packing 182 horsepower (at 6,700 RPM) and 172 pound-feet of torque (at 4,900 RPM) paired with a six-speed automatic that offers a +/– manual shift gate but no paddles. Soon thereafter, the 2.0-liter turbocharged, direct-injection Ecotec we drove will come on stream, delivering 220 hp (at 5,300 RPM) and a healthy 258 lb-ft. of torque from just 2,000 RPM. If that's not enough, GM officials pledge that a six-speed manual transmission will eventually be offered as well.
During our brief drive, we found that the 2.0T delivers plenty of muscle with minimal torque steer, spooling up quickly and offering good passing power. GM says the combination should be good for a 0-60 mph time in the mid seven-second range (a couple of tenths quicker than a TSX), a claim that strikes us as totally believable – if not a mote pessimistic. The engine makes generally encouraging noises and turbo "whistle" has been almost completely eliminated (whether this is a good thing or a bad thing is a matter of taste), the latter being a trait more noticeable in the Euro Insignia. The EPA has yet to sign off on official fuel economy numbers, but GM is confident that it will net 30 mpg on the highway out of the standard engine and 29 mpg with the premium-recommended turbo.
Although the turbo model will have an optional "Interactive Drive Control System" that allows the driver to individually tailor suspension firmness, gearshift times, throttle response and steering effort (paired with larger 19-inch Goodyear Eagle RSA tires) to one of three modes ("Normal," "Sport," and "Touring") the standard front Macpherson struts and rear multilink suspension package works so well that we don't see the need to spend more for the added weight and complexity of the adaptive system.
I'm really not sure why people keep trying to compare Cadillacs with Bimmers and Audis. They're very different cars, IMO. Bimmers and Audis are built for two types of people; douchebags and people who actually "drive" their cars. Cadillacs seem like they're for the more gaudy types that like the bling and to show off. The majority of CTS's I see are red ones with big chrome wheels (OEM) and are driven by 75+ year old female empty nesters with more plastic in her face than a tupperware bowl. They're both incredible types of cars, but built for different people with different needs
autoblog.com

Fiat 500 to launch in the U.S. with Abarth performance model

With every passing week comes another report of how Fiat and Chrysler will be sharing products. If it's not Chrysler-badged Lancias then it's Lancia-badged Chryslers or an Alfa-badged Jeep. As for the Fiat division itself, the emerging strategy appears to be to bring the 500 retro-mini over and set it up as something of a brand of its own, with sights set squarely on BMW's Mini and forgoing the rest of the Fiat line-up.

Earlier reports indicated that we'd be getting four versions of the 500 Stateside, including basic hatch, cabrio and upcoming wagon in addition to the Abarth performance model. But rather than start with the basics and work its way up, or launch the entire range simultaneously, the latest news suggests that Fiat is preparing to hit U.S. soil running by starting off with the 500 Abarth. According to WardsAuto, the Fiat 500 Abarth – complete with 133-horsepower turbocharged four, upgraded suspension and all the sporty touches that make an Abarth an Abarth – will arrive at Chrysler dealers in 2011 with an $18,000-$19,000 price tag. Fiat reportedly targets selling 20,000-25,000 units of the 500 Abarth in the first year.

By the time the 500 Abarth arrives, we'll likely be looking at an updated version with even more oomph. With the standard hatch, the open-top 500C and the upcoming Gardiniera wagon expected to follow, there's no telling if the initial model will be the only Abarth on offer, or whether Fiat will follow up with the even hotter EsseEsse version (pictured above), racing models like the Assetto Corse or R3T, an Abarth convertible or specials like the 695 Tributo Ferrari or an Opening Edition of our own.

[Source: WardsAuto.com]

All New 2010 MG 6: Reviews and Specification

MG could become several times bigger than the biggest it's ever been on that prophecy alone.
I wish I could excited about this. But I fear the UK has turned its back on the brand some time back. The MG TF has been on sale since earlier this year at a good price and no one cares. At the Guangzhou auto show today the British brand introduced its latest model - the MG6.
"The MG6 is a sporting five seat fastback model, designed to capture the character of the MG brand and bring something different to the volume market."
Speculation is that the MG6 will be powered by either a 1.8 liter four-banger with 133 bhp and 183 Nm (135 lb-ft) of torque, or a 1.8 liter turbocharged engine with 160 bhp and 214 Nm (158 lb-ft) of torque. In either case, it's very volume-y model stuff.
The MG6 will begin production next month at a new MG plant in Lingang, China. The storied British automaker also plans to produce the MG6 at home in the UK, with production slated to begin in late 2010 at its plant in Birmingham.
"This is a milestone day for the iconic MG brand and for the UK automotive industry," said Guy Jones, director of sales and marketing for MG Motor UK, in the press release. But will there be enough buyers to help restore some pride in the British motoring industry?

First Drive: 2010 Lincoln MKT

In 1998, Lincoln's overall sales made it the number one luxury brand in America. The Navigator, Continental and Town Car weren't exactly world beaters – let alone an enthusiast's cup of Darjeeling, but the typical Lincoln buyer was getting precisely what he or she expected: soft, cozy, squishy cruisers for soft, squishy old people. In the decade that followed, Ford's U.S. luxury arm has seen about as much success as a modern day typewriter salesman. Mistakes have been made. The Blackwood. The Aviator. The LS. All big-time blunders – tragically so with the Romulan cloak-inspired design of the LS, as it was a pretty good car under that anonymous sheetmetal – and all consigned to history.

It's easier than ever to tell a Lincoln from 100 yards out.
Fast forward to 2009, and yesterday's gaffes have been replaced with a group of indecipherably-named vehicles that don't seem to be catching the eye of the car-buying public. The MKS, MKZ and MKX are nice enough, with tons of tech and luxury amenities, but America's buying public doesn't seem impressed.

Admittedly, the biggest reason Lincoln was kicking ass on the luxury sales charts last decade was the Navigator. It was big, it could haul heavy loads and it had an over-the-top style that affluent Americans were looking for at the time. Today's Lincoln lineup continues to feature the Navi, but the hefty SUV is no long the toast of the town and its massive girth and lousy fuel economy are borderline synonymous with PR losers like global warming and dependence on foreign oil. The 2010 Lincoln MKT is sized to replace the Navigator, but with the improved packaging, comfort and efficiency of a car-based crossover. We exercised a pair of EcoBoost-powered luxury barges through the twists and turns of Ann Arbor, Michigan to answer one simple question: does the 2010 Lincoln MKT have what it takes to become the spiritual successor to the Navigator and help shake the Lincoln brand of its decade-long sales slump?

For every vehicle that Lincoln has in its lineup, there is a mechanically identical Ford on the more pedestrian side of the gene pool. The MKT is no different, sharing its platform and powertrains with the boxier Ford Flex. To distinguish the two CUVs, Ford is employing a "differentiated top-hat strategy." That means precisely zero sheet metal and fewer interior parts are shared between the two models. That's a terrific change of pace for Dearborn's luxury stepchild, as the days of Lincolns that looked way too much like their Ford siblings are still fresh in our minds. Heck, the "in showrooms now" MKX is still a dead ringer for the Ford Edge, so thorny reminders of its blue collar heritage are still alive and well within Lincoln's current lineup.



When we first laid eyes on the concept version of the MKT at the 2008 Detroit Auto Show, we were surprised by its odd-looking aesthetics. The tintless glass roof made the massive crossover concept appear to suffer from male pattern baldness, while the exaggerated D-pillar was overshadowed by a bulging hindquarters that made J-Lo's booty look benign. Fortunately the production MKT manages to be better looking than the concept, but we wouldn't exactly say Lincoln's new Freightliner is a looker, either.

Up front, Lincoln turned up the design DNA with its new corporate mug. The split waterfall grille is divided by the four pointed star, and whether you love or loathe Lincoln's new face, it's hard to argue that it's now easier than ever to tell a Lincoln from 100 yards out. The front end rounds nicely into the MKT's overtly chiseled belt line, which moves across the profile undisturbed until it ramps up at the rear wheel.



When viewed from behind, the story gets better, as the smooth transition from the roof to the minimalist bumper and interesting, if over-the-top, tail lamps shows that this Lincoln looks best when it's ahead of you. That rump, by the way, was forged with magnesium and aluminum, shaving 22 pounds from the MKT's 5,000-pound curb weight. Sure, Lincoln's newest crossover is a bit homely, but there isn't exactly a plethora of visually stunning luxury family haulers on the market, either.

The MKT felt more powerful than the 400 pound-heavier Audi Q7.

While we were less than thrilled with the MKT's polarizing exterior, the story improves once you step inside the CUV's commodious interior. High quality leather and soft touch materials abound, with truly impressive blond wood accents that add plenty of visual pop. Ford has faithfully provided very comfortable seating surfaces for some time, and the MKT continues that tradition, but with an added dose of leather-clad luxury.

The MKT can be had in several interior combinations, all of which include a third-row seat. Our Ecoboost-powered test vehicle came equipped with the $4,000 Spec 201A package, which includes Ford's excellent Travel Link navigation package, chrome 20-inch alloys, a panoramic moonroof and second row captain's chairs that mirror the excellent seats in the front row. The third row looks to be about the same size as its Flex sibling; just big enough for a couple of amiable teenagers.



With all rows upright, there is 17.9 cubic feet of space aft of the third row, but available cubes jumps all the way up to 75.9 when the second and third row seats are stowed. Spec 201A also includes a compressor-powered mini-fridge between the second row seats; a feature that MSRPs for $895 as a stand-alone option. The fridge can hold all of seven cans (or about three water bottles) of cooled refreshment, and it can freeze ice in half the time of your Maytag – a good thing considering it costs as much as the appliance in your kitchen.

Behind the wheel, we were immediately presented with the thick, leather-wrapped steering wheel with a real "hold me" feel. Beyond the tiller are Lincoln's corporate white-on-black gauges, which are simultaneously stylish and easy to read. The supple seating surfaces are matched with equally impressive armrests at the door and the center console. The general largesse of the MKT is also evident in the cockpit, as both leg room and hip clearance is plentiful, even for the widest of Autobloggers.



When it's time to take off, the MKT starts with a touch of a button (doesn't everything), bringing Ford's newest powertrain to life. The twin turbocharged 3.5-liter EcoBoost V6 boasts 355 horsepower and 350 pound-feet of torque from 1,500 RPM all the way to 5,250 RPM, resulting in healthy, lag-free acceleration in almost any situation. Ford's claim of the EcoBoost V6 delivering the power of a V8 with the fuel economy of a six-pot are born out through the numbers, returning an EPA-tested 16 MPG in the city and 22 MPG on the highway.

To properly show off the capabilities of the MKT's twin-boosted powerplant, Lincoln provided a V8-powered Audi Q7 to compare and contrast. The Q7's 4.2-liter powerplant flexes its muscles to the tune of 350 hp and 325 lb-ft of twist, similar numbers to the MKT, yet the four-ringed crossover manages only 13/18 EPA numbers, or four fewer highway mpg than the Lincoln. The MKT is also a bit friendlier to the environment than the Q7, as Lincoln claims 19 percent fewer CO2 emissions. When driving the vehicles back to back, the MKT felt significantly more powerful than the 400 pound-heavier Audi, as the Super CUV went from zero to cruising speed with more authority, while providing more punch when accelerating from steady speeds.



The EcoBoost V6 sounds good, too, with a quiet roar on heavy acceleration, and the MKT doesn't just win in terms of power, either, as the large crossover proved to be more agile in the curves while sporting a more impressive, quieter cabin. The Q7 felt tank-like in comparison to the longer, lighter MKT, though the Audi did supply more steering feedback and confidence-inspiring braking compared to the MKT's somewhat numb wheel and spongy stoppers.

The MKT is a fine entry in the large luxury crossover market.

The Lincoln engineering team tells us that special attention was paid to the MKT's road handling prowess, and the Ecoboost-equipped variant received a stiffer suspension both front and rear. The Ford stat machine says that the MKT registers a roll gradient score of 3.8 and a roll dampening tally of 23.6, better than the Q7 or the Acura MDX. Our experience with the MKT showed that the big crossover did remain flat and composed at speed on twisty roads, and we feel that the MKT's lower, wagonesque stance helped keep its 255/45/R20 Goodyear radials firmly planted to the road.

Despite the MKT's fairly impressive performance chops, this three-row crossover is still at its best when cruising, proving flat out comfy in every environment, with a plush, bump-soaking ride, a pristine THX sound system and terrific ride height and visibility. During our road trip we were able to hold conversations in muted tones thanks to laminated glass and sound deadening insulation. We did detect some minor road noise emanating from the spanking new Goodyear radials, but the back roads we traversed could be at least partly to blame for the intermittent issue.



With the 2010 Lincoln MKT, the Blue Oval appears to have a very competent luxury cruiser that can stand up to the competition in terms of performance, efficiency, technology and luxury amenities. But while we enjoyed our time behind the wheel, we still don't see Lincoln's new crossover as being the answer to Ford's prayers. The MKT may have the size and luxury to replace the Navigator, but despite its assertive love-it-or-hate-it design, it just doesn't have that "King of the Road" swagger that made Lincoln's first SUV a smash hit in the urban jungle. The MKT is most certainly a fine entry in the large luxury crossover market, though, and that might be all that's needed to keep Lincoln buyers in the family when the time comes to trade in their aging Navis.

[Source: Autoblog]

New Kia Cadenza 2010 Unveiled: Reviews and Specification

Kia is playing good, but they are still boring as usual. Yeah, it is strange, when people talk about Kia/Hyunday, people are easily to say that the design is coming from Audi, BMW, Pug, etc. Just wonder, when KIa/Hyunday develops their own design which is totally original. Like a Mercedes will never look like an Audi and otherwise. Although the new Cadenza is a little shorter than the Amanti at 4965mm, the overall wheelbase has been extended to 2845mm giving occupants a little more cabin space. The interior also houses some nice luxury features including cabin mood lighting, a welcome system and Dual-zone climate control air-conditioning.An ex Audi Designer designed this which the back looks more like an Audi. To me its like a Citroen design.
The Cadenza is powered by a 3.5-litre V6 engine boasting 290hp and 338 Nm of torque. The power is passed to the front wheels via a six speed automatic transmission. Performance has been enhanced over the predecessor with an all-new and more compact suspension system and a lower kerb weight of 1575kg. The car will now propel from 0-100 km/h in 7.2 seconds before hitting a top speed of 230 km/h (143 mph). Two more gasoline engines will also be available, including an entry level unit with 165hp.A heavy V6 over the front wheels trying to channel 290bhp through them? You can't wait to see a road test!
Production of the new Kia Cadenza will begin this month at Kia’s Hwasung facility for the domestic market, while export markets begin in January 2010. Central and South America, the Caribbean, Asia (excluding China), the Pacific, Middle East and Africa during March 2010

2010 BMW 5-Series F10 Sedan Revealed : Revciews and Specification

Very very nice. Even people who don't like it at first know that the design will grow on you at some time or another - like it has done with all BMW models of late that people have ever doubted! I like it from the off though :) M version should be interesting - I think it will really suit that big chin spoiler I'm reminded of the 3-series. In fact, this should have been a 2011 3-series. The new 5 Series sedan will launch with one eight-cylinder and three six-cylinder petrol engines as well as two six-cylinder diesels. Approximately three months later, the range will be rounded off by a direct injection four-cylinder turbodiesel.
Starting with the petrol units at the top of the range, the 550i TwinPower Turbo V8 makes 300 kW/407 hp, 535i twin turbo straight-six delivers 225 kW/306 hp, while the two straight-six engines with direct injection develop 190 kW/258 hp in the BMW 528i and, 150 kW/204 hp in the BMW 523i, respectively. For the diesels, the 530d produces 180 kW/245 hp and the 525d with 150 kW/204 hp. Lastly, the 520d and its four-cylinder makes 135 kW/184hp boasting an average fuel consumption figure in the EU5 test cycle at 5.2 litres/100 kilometres, the CO2 emission rating is 137 g/km (provisional figures with automatic transmission). BMW's new eight-speed automatic transmission is available as standard on all models (in Germany).

For the front suspension BMW is doing away with the MacPherson strut system that has been in use since 1965 and adopts a more sophisticated multi-link system already seen on the 7-Series F01. The rear suspension has been upgraded as well but remains the same in principle, also as a multi-link system. When equipped with a Sport Package, Adaptive Drive is added which includes Driving Dynamics Control, Dynamic Damping Control and Active Roll Stabilization. Optional Integral Active Steering will virtually extend or shorten the vehicle's wheelbase for improved stability at high speeds and enhanced agility at lower speeds.
I noticed they traded out the ugly tiangle tail lights for a more Kia look in the back!!! Not impressed. Looks average and cheaper than it is.What a joke.."The most beautiful BMW of our time" Might possibly be true..everything else is even uglier. This thing looks like a 3 series. Loved the older 5s much better. At least they had distinctive class.I just want an opinion on BMW interiors, I think they are sensational, in comparison to MB's mismash in the E Class, but is it a good idea that all new BMW interiors are identical, does it make the 7 now appear down market or the 5 upmarket? MB seems to have a different feel wiht each class but with some familiar details, thoughts anyone? Honestly, i like it! I'm sure that many of the ones who say the F10 is ugly will change their minds when'll see it live. Looks like a 3 series...looks like a 7 series. Of course, they are family.

C63 AMG mercedezBenz 2010 : Reviews and Specification

In this segment, I would pick the M3 because it churns out comparable horsepower from a smaller engine.The CTS-V competes more with the M5 and the E AMG. It's as big as those two and as powerful as those two. Cadillac itself touts the CTS-V as a competitor to the M5 and E AMG. The only difference is the price.Unlike the S63 where it felt like the car was being operated by remote control, the C63 feels much more direct. When driving hard, the exhaust note is loud and raucous and never lets you forget what you have at your disposal. Around town it's more subdued but still more aggressive and deep sounding than the screaming M3 under similar conditions. The S63 offers very similar performance capabilities to the smaller C, but oddly doesn't feel as fast. The active body control of the bigger car keeps everything on such an even keel that you lose much of that feedback on which you normally rely to judge speed. The steering in the C63 has decent if not exceptional feedback about what's going on at the front corners. The 18-inch Pirellis provide tremendous grip and the chassis feels nicely balanced. The traction control and stability control also don't intrude as aggressively as on most other Mercedes. Punching the gas through a corner kicks the back end out and let's it hang there without jerking the car around. The C63 is a genuinely fun car to drive on a twisty road, though ride is a bit on the harsh side as we discovered cruising on some of the nastier roads around these partsthe IS-F has a faster transmission and handles much better. both things which are more important to me than extra tq and hp.overpriced corolla? your comments show just how utterly little you know.The C63 is equipped with all the usual amenities that one would expect in a $67,000 (as tested) car, such as heated leather seats, dual zone climate control, rain sensing wipers and more. In the glove box you'll find an iPod connector that goes straight to the audio system. Normally this is a good thing that allows the iPod to be controlled from the head unit. Unfortunately, Mercedes engineers seem to have overlooked one major detail. Nowhere in the clumsy menu structure of the Mercedes COMAND system is there any interface to actually control the iPod. You have to unplug it, select a play-list and then plug it in to play.
Overall the C63 is probably the best drivers car in the current U.S. Mercedes lineup. If only it were available with a good manual gearbox, we would be completely sold. As is, the C63 is a reasonably sized sports sedan with an outstanding engine. Europeans also have that aforementioned station wagon body style, which would make this a great high speed road trip machine. Acceleration to 60 mph goes by in the mid-four-second range and a C63 won't find itself outclassed by many other machines, especially those with four doors and room for four (five in a pinch). Anyone considering an M3 who doesn't really want a manual gearbox should take a look at the Mercedes Benz C63 AMG. This one truly is a viable alternative.
Unfortunately, Mercedes engineers seem to have overlooked one major detail. Nowhere in the clumsy menu structure of the Mercedes COMAND system is there any interface to actually control the iPod. You have to unplug it, select a play-list and then plug it in to play. "

Chevy Spark 2010 : Reviews and Specs

People with families are not going to be looking at this car. Where do you put the stroller? It has no storage without the rear seats folded down. Besides, it's hard enough to squeeze a baby seat into the back of a Mazda3. Really doubt the Spark is going to make the cut.

The crisp lines of the five-door hatchback provide a wedge-like profile. Below Chevrolet's hallmark two-tier grille and headlamps that resemble diamond cut lines, the shape of the fog lamp housings and the "floating" lower air intake extend the sense of forward movement. Strong wheel arches accommodate up to 15-inch wheels to give the car a dynamic, ready-to-go stance.The rear door handles are integrated into the upper part of the door to preserve the clean lines of rear quarter panel and wheel arches. In the rear, an integrated tailgate spoiler and Chevrolet's round tail lights add to Spark's appeal.With an overall length of 3,640 mm and a generous 2,375 mm wheelbase, Spark offers a spacious cabin with outstanding leg and hip room in the front and rear. Interior

The design of Spark's spacious cabin clearly matches its fun and fashion exterior look and functionality. A unique feature is the motorcycle-inspired instrument cluster. Mounted on the steering column, it provides easy- to- read information to the driver utilizing a combination of analog and digital displays. With fresh colors and fabrics, exterior color schemes continue inside to Chevrolet's signature 'dual cockpit' layout and the door panels. Textured inserts flow from the instrument panel to each side of the cabin into the doors, adding another eye-catching element to the interior. Spark also boasts a high level of interior acoustic refinements typical of larger vehicles. Engines and safetySales will start in Europe featuring 1.0 and 1.2-liter 16-valve four-cylinder double overhead camshaft gasoline engines, delivering excellent fuel efficiency and low emissions.Depending on global markets, safety equipment includes driver and passenger front air bags, front side airbags, roof rail head curtain airbags, antilock brakes and electronic stability control. Other safety features include pre-tensioners for front seat belts and three-point belts in the rear. Spark has been developed and is expected to achieve high crash test ratings.Safety implications of 4 people in this? Oh, here we go again, it's the same crowd who thought rollover-prone SUVs were safer because they were bigger!And besides, it's not like it wasn't a 4-seater before, it gained two more doors, not two more seats.If you lived in California, land of "compact" parking spots (because they don't have space for full-sized ones), you'd be glad to have 4 doors. Even if you never open the rears, the fact that the front ones are shorter means it's easier to get in and out of.

source auto.it

Cadillac presenta la CTS 2010

An American competitor for the German with the V6 3.6-liter 311 hpGeneral Motors, despite the huge crisis that has invested, is not with our hands.At the upcoming Los Angeles Motor Show to be held December 4 to 13 it will present the Cadillac CTS Coupe, which completes the range after the release of the sedan, two years ago, and Sport Wagon.The design closely reproduces the stylistic features of the House, with a character, however, significantly more pronounced (it's shorter and lower than 5 cm compared with the sedan) that make it seem more compact than 4.8 meters in length. Edges in evidence and the sloping roof, making it very aggressive. The interior is rather that of the CTS sedan.In the U.S., will be put on the market in March, available rear-wheel drive or full, but with only one engine, the 3.6-liter V6, with 311 horses that puts in direct competition with the coupe from Audi, BMW and Mercedes.Two options instead for a Change: manual ol'automatico Aisin 6-speed Hydra-Matic 6L50 6-speed.For the insatiable and half years will the CTS-V Coupe, with the exuberant of 6.2-liter V8 from 564 hp Supercharged 76.5 kgm of torque.

2010 Tata Nano Europa : Reviews and Specification

With such modification is not going to make the world's cheapest car. The car itself is ugly, let's be honest, but there q q did recognize quite digestible in the car at q is, the issue of cost, and therefore q boy is very easy to be handled by the city, is very versatile This si tenes q q q have a care you do not pass over the collective and the drivers with "road rage" jajaja, q te tenes q estas imagine driving a motorcycle, but would have q good to see him live well Dimensions and qualities of the self, truth is saludetes.La Botija said everything I wanted to say ... jajajaj. I just want to add that I read an article saying that this car is a step backward in terms of pollution, both the car itself as the manufacturing process. It's the price to be paid by the global crisis.
Tata's engineers are dedicated to the development of Nano in light of the upcoming release of version Europe, dedicated to external markets, including the United States.
The Nano is sold in India with limited equipment, pointing only to their use, which differs from what their customers expect, particularly in terms of performance and practicality.
The Little Engine of 33 HP, in fact, be modified to increase the maximum speed de 5000 à 6000 rpm, the gearbox is also varied, from 4 to 5 to enable faster speeds.
The speed limit will remain limited to 105 km / h for safety reasons.
Also important is the modification of the rear bodywork, with the addition of the tailgate, as in the original version to India, you only get the luggage space from the inside, refuting the rear seat.

report from www.mundoautomotor.com