BMW M6 Convertible
Adorable Audi: 2009 2010 TTS Roadster
The “S” designation identifies the sport version of the well-known TT roadster. An $8,200 bump in the base price gets you a pumped-up version of Audi’s 2.0 liter turbocharged engine that puts out 265 horsepower (vs. 200 hp in the TT) as well as a host of appearance features like 19-inch 7 twin-spoke wheels. Audi doesn’t make any ugly cars, and the front end, with a body-colored bar bisecting the iconic horseshoe grille, is the brand’s best looking.
The Quattro all-wheel drive system keeps the TTS planted through the tightest curves, and acceleration at higher revs is impressive. There is one important performance exception, though: The turbo is slow to spool up at low engine turns, creating sponginess underfoot and uncertainty before you attain cruising speed. I eventually discovered that a slow, even throttle advancement produced better results than an impulsive stab. But I missed the feeling of power under pedal I remember from a Porsche Boxster.
With its stubby but refined bubble shape, the TT is a modern design classic whose looks are only improved in this latest version. And thank goodness Audi didn’t follow BMW by adding a power retractable hardtop. The TTS’s convertible fabric roof is as tight as it needs to be and raises and lowers in seconds, never impinging, needless to say, on the surprisingly commodious trunk.
Owning a TT is a very special experience these days. Only 951 new ones changed hands during the first half of the year, only a fraction of those were roadsters, and only a fraction of THOSE were ”S” roadsters. The $55,075 sticker price for my test car gives you one big clue why. Still, there is nothing else quite like it on the road, and I can begin to justify the purchase to myself if I think about it as an investment, like a mechanical Swiss watch, to be handed down to future generations.
2010 Lexus Cars Pictures
The next new Lexus: IS C
Depending upon your point of view and your temperament, there's good news and bad news from Lexus regarding the convertible version of the Lexus IS. The good news is the car rounds out the IS lineup, as it is now comprised of a coupe, a convertible and two sedans.
The bad news is primarily for those who expected the sporting edge of the IS line to infuse the convertible as well. In that regard, like the Lexus SC430 before it, the IS C will appeal to the more genteel cruising segment as opposed to the rabid, corner carving, driving enthusiast. And while the marketing for the vehicle might lead you to believe otherwise, when it comes to performance, the IS-C is squarely on the softer side of Lexus.
Two engines and two transmissions are available for the IS C. A 204-horsepower V6 making 185 ft-lbs of torque is the base engine. This can be ordered with either a six-speed manual or a six-speed automatic transmission. The other choice is a 306-horsepower V6 that makes 277 ft-lbs of torque. This engine is offered exclusively with a six-speed automatic. Both offer the legendary smoothness for which Lexus is justifiably well-known.
The folding hardtop is the real story here. Stowing itself in the trunk in about 20 seconds, the top is constructed of aluminum and folds into three sections. When raised, the top doesn’t compromise headroom in the least. When stowed, there is still adequate trunk space for a couple to enjoy a weekend road trip.
It’s a Lexus, so naturally the list of standard equipment is lengthy, some of the highlights include, Bluetooth, power tilt and telescoping steering wheel and puddle lamps in the outside rear view mirrors. Options include the brilliant Marl Levinson audio system with navigation, wood trim, park assist, and rain sensing wipers.
And while the interior of the IS C might not blind one with blingage the way its LS & SC siblings do, it’s still quite the pleasant environment. Despite the coupe configuration, the back seat is spacious enough for two reasonably sized adults to ride comfortably for a short drive. Long distance touring might generate some issues, but quick jaunts around town shouldn’t be a problem at all. The back seat is easy to access as well. A power switch motors the front seats out of the way to let people step into the rear of the passenger compartment.
Interestingly, while the IS familial resemblance is palpable, the IS C shares but one panel with its sedan counterpart. Only the hood is interchangeable. The overall look of the car is pleasant, if not exactly thrilling. The beltline is a bit high for my tastes and some additional sculpting along the sides of the IS C would have added more interest to those broad, flat surfaces. Still, the cumulative look does speak to both luxury and exclusivity – even if you don’t see the stylized “L” badges.
On the road, as we alluded to before, this car is a lot happier cruising with the top down and the music up than it is being pushed to the limits of adhesion in the manner of a sports car. Lexus estimates just under six seconds to 60 with the 3.5 and just over eight seconds to 60 with the 2.5. And while the IS C’s 50/50 weight distribution does endow it with considerable agility, going topless reduced the structural rigidity of the body. If you push the IS C hard into a corner this manifests itself as a slightly mushy feeling. Nothing overtly troubling mind you, but it is apparent to anyone who tests cars for a living. Which could also explain why my attempts to get any word about a potential V8-powered IS C F model were met with assertions that nothing along those lines are in the plan.
However, the Lexus reps did show an F Sport version of the IS C with freer flowing intake and exhaust systems for the 3.5-liter engine. Additionally, there were suspension mods that made the car sit about an inch or so lower, 19-inch tires and wheels (17’s and 18’s come with the base cars) with cross-drilled brake rotors and beefier calipers. On the road, that version of the car felt quite a bit sharper, but none of the representatives present could tell me how much the kit added to the price, how much more power the engine made, or anything substantive about it at all really.
Assembled by TRD (Toyota Racing Development), the kit is available as a dealer-installed option.
But frankly, given that 90 percent of the people who’d consider this car are probably more likely to want to just style, chill, see, and be seen, the standard IS C is – in all likelihood – right on target. Many of you may recall the SC 430 generated similar comments when it was released back in 2002. (And yes, that car is about to be retired, though there’s been no word yet on a replacement for it. However, as well as it’s sold for Lexus, I can’t imagine there won’t be a replacement.)
But I digress.
The point is, product planners at Lexus know their market thoroughly, and you can bet the IS C was developed with their core audience well in mind.
2010 Lexus IS C
Base price: $38,490
Engine(s): 2.5-liter V6, 3.5-liter V6
Horsepower/torque: (2.5) 204@ 6400 rpm/185 ft-lbs @ 4800 rpm
(3.5) 306 @6400 rpm/277 ft-lbs@4800 rpm
Transmission(s): Six-speed manual, six-speed automatic
Drivetrain: Front engine/rear-wheel drive
Mercedes-Benz SLS AMG arrives 2010
The new Mercedes-Benz SLS AMG, the absolute highlight at this year's International Motor Show (IAA) in Frankfurt, is now available to order.
From Monday, 16 November 2009, company-owned sales and service outlets and sales partners of the Mercedes-Benz brand in Germany will be taking orders for this super car with its characteristic gullwing doors. The sales price is 177,310 euros (including 19 % VAT).
The new Mercedes-Benz SLS AMG dazzles with its purist design, intelligent lightweight construction and superior handling dynamics, and is bound to cause a sensation in the super sports car segment. The new SLS AMG is nothing short of a masterpiece by Mercedes-AMG GmbH. As its first completely independently developed vehicle, the super sports car is the highlight in the company's more than 40-year history.‑It not only takes AMG, the performance brand within Mercedes-Benz Cars, into a new era, but also demonstrates development expertise of the very highest order.
The SLS AMG's unrivalled technology package is an alluring proposition aluminium spaceframe body with gullwing doors, AMG 6.3-litre V8 front-mid-engine developing 420 kW/571 hp peak output, 650 Nm of torque and dry sump lubrication, seven-speed double-declutch transmission in a transaxle configuration, sports suspension with aluminium double wishbones and a kerb weight of 1620 kilograms based on the DIN standard – this superlative combination guarantees driving dynamics of the highest order.
Corvette GTR is bowing at the 2009 SEMA show in Las Vegas.
These
days, you just can’t build a fast car without carbon fiber; apparently, the guys at Specter Werkes/Sports know that, and they’ve liberally applied the stuff to their Corvette GTR. Chief among the carbon-y items on this wicked Corvette Z06–based machine are the sweet HRE CF40 carbon-fiber wheels, which are wrapped with Michelin Pilot Sport PS2 tires. Weighing in at only 22 pounds each, the wheels reduce unsprung weight, meaning this beast will have even less trouble breakin’ ’em loose and ripping off one massive burnout.
Of course, the stock 505-hp powertrain is perfectly suited to that task even with the factory wheels, but Specter went all nuts under the hood anyway, adding a twin-turbo LS7 from Lingenfelter Performance. As a result, 800 horsepower rumble under the modified hood. StopTech six-piston front and four-piston rear calipers harness all those ponies when its time to slow down.
Backing up the Corvette GTR’s asphalt-annihilating power is one pissed-off and remarkably tasteful body kit, and the car wears attractive custom blue pearl paint from BASF. The headlight housings, front splitter, and mirrors are all matte-finish carbon fiber. A Corsa exhaust system with some rather appalling finishers—really the only misstep to our eyes—rounds out the GTR package, which can be applied to any C6 Corvette of your choice. The Corvette GTR is bowing at the 2009 SEMA show in Las Vegas.
Mazda RX-7 to mark the end of RX-8 in 2010 2011
Mazda Taiki Concept
While Toyota works on getting its FT-86 rear-wheel-drive coupe on the road and as Nissan plans a rival, another Japanese automaker is going to throw its two cents into the segment as well. Sources close to Mazda say that RX-7 should see a revival sometime in early 2011 and will mark the end of the slow-selling and expensive RX-8.
The next-generation Mazda RX-7 will use the company’s new Renesis 16X rotary engine, which made its debut in the Taiki concept. While the 16X is capable of producing 350-hp and 215 lb-ft of torque, Mazda will keep output around the 200-250 range in order to stick the price-tag close to $25,000.
top nissan skyline pictures 2010
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Nissan Skyline Car Gallery 2010
Nissan Skyline Car GalleryThe Nissan Skyline is a mid-size car originally produced by the Japanese carmaker Prince Motor Company starting in 1957 and later by Nissan after the two companies merged in 1966. It is available in either coupé, or sedan or wagon body styles. The current Skyline is sold in North America, South Korea, Taiwan, and the Middle East as the Infiniti G37.
Nissan Skyline More Images and Info 2009 2010
Introduced in 2008 model year, it is a Japanese version of Infiniti G37 coupe.
Transmission is 5-speed automatic on all model ranges, with 6-speed manual on Type S and Type SP.
18-inch wheels are used on base and 370GT Type P, while Type S and Type SP includes 19-inch wheels.
In 2009, transmission was changed to 7-speed automatic on all model ranges, with 6-speed manual on Type S and Type SP.
Nissan Skyline
Nissan Skyline
Nissan Skyline
Nissan Skyline
Nissan Skyline
Nissan Skyline
Nissan Skyline
Transmission is 5-speed automatic on all model ranges, with 6-speed manual on Type S and Type SP.
18-inch wheels are used on base and 370GT Type P, while Type S and Type SP includes 19-inch wheels.
In 2009, transmission was changed to 7-speed automatic on all model ranges, with 6-speed manual on Type S and Type SP.
Nissan Skyline
Nissan Skyline
Nissan Skyline
Nissan Skyline
Nissan Skyline
Nissan Skyline
Nissan Skyline
Performance and Review Mazda Cx7
Performance and Review Mazda Cx7
Researching on and to penetrate the national automotive market with the release of the SUV Mazda CX-7 facelift and Mazda CX-9 facelift.
formally brought before the CX-7 GEN 2 is equipped with engine capacity of 2300 cc Turbo conditions and SUVs Mazda CX-9 3700 V6, PT MMI bring bring the journalist to feel the performance SUV, Mazda CX-7 and CX-9.
Test drive that has been prepared through the meanders along Jakarta to Bandung became a symbol of the presence of the CX-7 and CX-9 has been updated now.
But not out of the Zoom-Zoom spirit that offers a different driving experience from domestic manufacturers such Sakura.
In this opportunity, for both products Mazda CX-7 and CX-9 is, we have given a different impression to each variant. Especially in the Mazda CX-7 is now fully with the 4x2, and the renewal interor and exterior sides.
formally brought before the CX-7 GEN 2 is equipped with engine capacity of 2300 cc Turbo conditions and SUVs Mazda CX-9 3700 V6, PT MMI bring bring the journalist to feel the performance SUV, Mazda CX-7 and CX-9.
Test drive that has been prepared through the meanders along Jakarta to Bandung became a symbol of the presence of the CX-7 and CX-9 has been updated now.
But not out of the Zoom-Zoom spirit that offers a different driving experience from domestic manufacturers such Sakura.
In this opportunity, for both products Mazda CX-7 and CX-9 is, we have given a different impression to each variant. Especially in the Mazda CX-7 is now fully with the 4x2, and the renewal interor and exterior sides.
Mercedes Benz 2010 E-Class Range
Mercedes Benz 2010 E-Class Range
YES......Ladies And Gentlemen.:)
I already know what you're thinking – the fact that as of late, there's been a notable absence of Mercedes reviews here at eMercedesBenz. Indeed, we have fallen a bit behind in our Mercedes review coverage, but not to worry my dear readers, because even as you read this, we're diligently catching up on the various Mercedes reviews that we've missed. In fact, we have not one... not two... not even five... but a grand total of eleven articles we're bringing you, all of which analyze the brand-new 2010 Mercedes E-Class.
To make viewing easier, I'm going to split up the articles into three Mercedes Review Roundups, starting with this one that analyzes the 2010 Mercedes E-Class range as a whole. Subsequently, i'll then publish the individual E-Class model reviews for your viewing entertainment. So without further ado, the first of three 2010 Mercedes E-Class Review Roundups.
Enjoy ladies and gentlemen.
And before I go, a huge thanks to our good friend Shiv, the fine gentlemen gracious enough to send us each of the reviews. As always, we sincerely appreciate it.
To make viewing easier, I'm going to split up the articles into three Mercedes Review Roundups, starting with this one that analyzes the 2010 Mercedes E-Class range as a whole. Subsequently, i'll then publish the individual E-Class model reviews for your viewing entertainment. So without further ado, the first of three 2010 Mercedes E-Class Review Roundups.
Enjoy ladies and gentlemen.
And before I go, a huge thanks to our good friend Shiv, the fine gentlemen gracious enough to send us each of the reviews. As always, we sincerely appreciate it.
Mercedes Benz 2010 E-Class What Car??
"Performance: three new diesel engines and a couple of direct-injection petrol turbos provide the bread and butter, while V6 and V8 petrols and a V6 diesel are the jam. Despite the emissions clean-up campaign they are more than adequately powerful, with the mid-range 170bhp diesel in the E220 CDI – the big seller – particularly impressive.
Ride & handling: you'll need to pick your car carefully, because there are three different suspension systems (one for the SE, a lowered version for Avantgarde and Sport models, and air-sprung on the V8-engined E500) plus a variety of wheel-and-tyre combinations. Based on the Avantgarde with 17-inch wheels we've driven, the ride is pliant and supple, high-speed stability is rock-solid and clever shock absorbing contributes towards tidy if unexciting handling.
Refinement: bad news first: there's some wind flutter along the sides at motorway speed, road noise on coarse surfaces is rather too high and the most powerful four-cylinder diesel in the E250 CDI is gruff when accelerating hard. That aside, the E-Class is a model of refinement and smoothness with a cabin that is a haven of peace.
Quality & reliability: Mercedes is clawing its way back after a spell when it was criticised for dumbing down on both quality and reliability testing. Mercedes says that the E-Class covered more development miles than any of its previous models, while the materials in the cabin are a decided step back towards top form, with squishy plastics and slick switchgear. Only the lower seat bases and door trims - the areas most likely to be scuffed - are hard and unyielding.
Behind the wheel: the interior style of the E-Class echoes that of the bigger S-Class to some extent, with a central control unit to operate many functions. The seats offer excellent comfort and can be combined with massagers and automatic side bolsters that hold you tighter when cornering. The trouble is, the more extras you order the busier the interior becomes: there can be more than 60 buttons and switches around the driver.
Quality & reliability: Mercedes is clawing its way back after a spell when it was criticised for dumbing down on both quality and reliability testing. Mercedes says that the E-Class covered more development miles than any of its previous models, while the materials in the cabin are a decided step back towards top form, with squishy plastics and slick switchgear. Only the lower seat bases and door trims - the areas most likely to be scuffed - are hard and unyielding.
Behind the wheel: the interior style of the E-Class echoes that of the bigger S-Class to some extent, with a central control unit to operate many functions. The seats offer excellent comfort and can be combined with massagers and automatic side bolsters that hold you tighter when cornering. The trouble is, the more extras you order the busier the interior becomes: there can be more than 60 buttons and switches around the driver.
Mercedes Benz 2010 E-Class Via Drive..
"Slip behind the wheel of the new E-Class and there are some welcome familiarities as well as welcome surprises. When you clip the seatbelt, for instance, it automatically squeezes against your chest to take out unwanted slack. In the rear, the seatbelts can even adjust their holding force depending on the size of the passenger. Peering over the dash, you can still see the three-pointed star on the nose of the bonnet, a satisfying reminder that the $90,000 [Australian dollar] or more you've spent buys more than brilliant engineering and a sublime driving experience.
The steering wheel and basic-but-functional switchgear follow a familiar Benz theme. Ergonomically, the dials and buttons are easy to use but lack some panache in their presentation. Changes continue: the instrument binnacle has an angled surround, while the mirrors are conspicuously square in keeping with the sharpened exterior. A monochrome circular screen in the centre of the speedo would have more vibrancy in colour but it's at least a neat way of packaging the trip computer, which incorporates a digital speed readout.
Disappointingly, there's still a foot-operated park brake instead of the modern button-operated ones. But it's the only hiccup with what is an otherwise functional, user-friendly layout. The toggle switches to adjust the ventilation system are a lesson in stylish simplicity. The interior of the E is interspersed with classy satin-finish metal, bright chrome on the door handles and real woodgrain.
Four-cylinder models make do with a five-speed automatic (one cog off the pace in the luxury market, it has to be said) while V6s and V8s get a seven-speed, which also relegates the gear selector to a stalk on the steering column, freeing up more space in the centre console.
Our first experience in the new E came in the E250 CGI. On paper, some may be cautious about a 1.8-litre four-cylinder being tasked with shifting a 1.7-tonne four-door. But the addition of a turbocharger boosts output, with 150kW available. Performance isn't outstanding but is adequate, especially considering the claimed fuel average is 7.3L/100km. There's a bland sound to the exhaust and a hint of vibration at higher engine revs but the car accelerates cleanly and smoothly, giving the impression of a bigger engine beneath. The auto transmission generally shifts intelligently, although it can occasionally be caught out on downchanges with a dramatic lurch as it fumbles for the right ratio.
The same can be said of the diesel E250 CDI, although its impressive spread of torque (or mid-range pulling power) reduces the need for gear changes. There's a mild drone defining the diesel engine but its flexible low-rev response and ability to maintain speed up hills makes it an effortless tourer."
Source:-mercedesbenz.com
CLK GTR Roadster VS Mercedes-Benz CLK GTR
Selling CLK GTR Roadster
CLK GTR Roadster VS Mercedes-Benz CLK GTR: Auction Mercedes-Benz CLK GTR and CLK GTR Coupe Roadster
In selling Mercedes-Benz CLK GTR Coupe
Two luxury cars were sold in an auction held in London. The car that was auctioned Mercedes-Benz CLK GTR coupe made in 2005 and the CLK GTR Roadster lansiran in 2006.
Both are super rare sports car made by a German manufacturer that is expected to sell more than 1.1 million pounds.
Mercy duet scarce due to both the production is very limited. Just imagine, for Mercedes-Benz CLK GTR Coupe, Mercy only produce as many as 20 units. While CLK GTR Roadster even crazier that is only produced as much as 5 units.
Both are expected to be sold each, or about 522,500 pounds for the CLK GTR coupe. While CLK GTR Roadster is predicted to be sold up to 616,000 pounds or approximately
In addition to its rarity, the price is two CLK GTR can be fairly high thanks to the sangar V12 engine with a capacity of 6.9 liters.
With such specification, is not wrong if the machine uses a six-speed manual transmission with a sequential gearbox, dual independent double wishbone suspension, and carbon-fiber brakes are able to shed up to 612 horsepower hp.
In addition to the two CLK GTR, the auction will also attend the Aston Martin DB2 lansiran in 1950 who participated in the prestigious Le Mans race and the Mille Miglia, Mercedes-Benz 600 Pullman Landaulet made in 1969 and the Bugatti Type 57C Stelvio 1938 production year.
All three of each is expected to sell around 550,000 pound sterling, pound sterling 308,000, and 440,000 Pounds Sterling.
Both are super rare sports car made by a German manufacturer that is expected to sell more than 1.1 million pounds.
Mercy duet scarce due to both the production is very limited. Just imagine, for Mercedes-Benz CLK GTR Coupe, Mercy only produce as many as 20 units. While CLK GTR Roadster even crazier that is only produced as much as 5 units.
Both are expected to be sold each, or about 522,500 pounds for the CLK GTR coupe. While CLK GTR Roadster is predicted to be sold up to 616,000 pounds or approximately
In addition to its rarity, the price is two CLK GTR can be fairly high thanks to the sangar V12 engine with a capacity of 6.9 liters.
With such specification, is not wrong if the machine uses a six-speed manual transmission with a sequential gearbox, dual independent double wishbone suspension, and carbon-fiber brakes are able to shed up to 612 horsepower hp.
In addition to the two CLK GTR, the auction will also attend the Aston Martin DB2 lansiran in 1950 who participated in the prestigious Le Mans race and the Mille Miglia, Mercedes-Benz 600 Pullman Landaulet made in 1969 and the Bugatti Type 57C Stelvio 1938 production year.
All three of each is expected to sell around 550,000 pound sterling, pound sterling 308,000, and 440,000 Pounds Sterling.
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