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luni, 27 septembrie 2010

2010 TechArt Magnum Porsche Cayenne Turbo 680 hp

2010 TechArt Magnum Porsche Cayenne Turbo - Front View
2010 TechArt Magnum Porsche Cayenne Turbo - Front View
(From TechArt Press Release)
TECHART Magnum – Made to perfection
Leonberg, September 2009 – Technology, quality and design form the cornerstones of over 20 years of history for the renowned car enhancement company TECHART Automobildesign from Leonberg-Höfingen. In 2009, the Magnum proved the outstanding performance by taking first place at the Tuner Grand Prix at the Hockenheimring race track. Equipped with the 550 bhp of the production vehicle, an aerokit and sports air suspension module, TECHART achieved the winning time of 1:16.939 for the first time in the heavyweight class. At the IAA 2009, TECHART is presenting the current generation of the Magnum, based on the Cayenne Turbo S, complete with increased performance and uncompromising comfort.
2010 TechArt Magnum Porsche Cayenne Turbo - Front Side
2010 TechArt Magnum Porsche Cayenne Turbo - Front Side
Performance increase
The performance package T2.2 increases the overall engine output to 680 hp (500 kW). The maximum torque increases to 900 Nm at 4.200 rpm. This produces some impressive results: from 0 to 100 in 4.2 seconds. From 0 to 200 in 14.5 seconds. The maximum speed of the vehicle is 308 km/h.
2010 TechArt Magnum Porsche Cayenne Turbo - Side View
2010 TechArt Magnum Porsche Cayenne Turbo - Side View
The Magnum exterior
Made entirely from high quality PUR-RIM material of original equipment manufacturer quality. The TECHART Magnum front apron confidently and powerfully emphasises the lines of this sports vehicle. Magnum fenders and sill panels create a fluid transition between the broad wheel arches. The air inlets supply the radiator and front brakes with optimal fresh air. The TECHART Magnum rear apron comes with an integrated diffuser. The two double-flow exhaust pipes of the TECHART stainless steel sports exhaust add a sporty touch to the striking rear of the vehicle. For sporty street use, the TECHART Sport air suspension module lowers the car body by 30 mm. The dynamic appearance is rounded off by the tyres: TECHART Formula and Formula II alloy wheel rims in a classic design from 21 to 23 inches.
The day driving light system
The multi-functional TECHART day driving light system gives the Magnum an unmistakeable external appearance. The LED system consists of a combination of day driving lighting, side lighting, parking lighting and indicator lights. The automatic adaptation of the light strength to the selected driving light setting and the dimming of the day driving light when the vehicle is turning to ensure that the indicator lights stand out are typical features of the system. The LED technology is also characterised by its increased life span and energy saving features.
2010 TechArt Magnum Porsche Cayenne Turbo - Interior View
2010 TechArt Magnum Porsche Cayenne Turbo - Interior View
2010 TechArt Magnum Porsche Cayenne Turbo - Rear View
2010 TechArt Magnum Porsche Cayenne Turbo - Rear View
The interior
TECHART meets the highest standards in comfort and individuality with the exclusive de Sede of Switzerland range of interiors.
The new de Sede Classic S line creates a sophisticated Magnum interior and stands for top quality TECHART made-to-order production. The de Sede name has been synonymous with elite seating, the finest quality leather and unique design for over 50 years. The air-conditioned seats are a new feature. The innovative TECHART system ensures that the seats and back rests have always a pleasant temperature. The revised seat design emphasises the sense of luxury sportiness.

duminică, 26 septembrie 2010

2010 Mitsubishi Evolution X FQ-400

The 2010 Mitsubishi Evolution X FQ-400 is a high performance four door luxury car.
The Evolution X FQ-400 features a Turbocharged Incline-4 engine with fuel injectors, stainless steel piping that delivers high performance. The capacity of the engine is 2000 cc and it delivers an output power of 430 bhp and 387 lb-ft torque at 3500 rpm. It reaches the speed of 60 mph in 3.7 seconds and the top speed is about 155 mph. The Evolution X FQ-400 features 6-Speed manual transmission and the gear shifts can be performed easily and quickly even at higher speeds and loads.
2010 Mitsubishi Evolution X FQ-400
The Evolution X FQ-400 features 18-inch lightweight nine spoke wheels with Bilstein Shock Absorbers that ensure smooth and comfort driving. The wheels are wrapped with Toyo Proxes R1R tires and it features sealed disc brakes with piston calipers that give a good grip and handling of the car even at higher speeds.
The exteriors feature the automatic headlamps, mirrors and stylish body structure. The interiors feature the remote central locking, 30 GB hard drive, Bluetooth, DVD satellite navigation system, instrument panels, leather seats and sporty steering wheel.
2010 Mitsubishi Evolution X FQ-400 back view
Vehicle Type: - 4-door sports luxury car
Configuration: - Front Engine
Engine: - Turbocharged Incline-4
Capacity: - 2000 cc
Torque: - 387 lb-ft at 3500 rpm
Horsepower: - 430 bhp
Transmission: - 6-Speed Manual
0-60 mph: - 3.7 sec
Top speed: -155 mph

Mitsubishi Evolution X FQ-400

sâmbătă, 25 septembrie 2010


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vineri, 24 septembrie 2010

Review: 2010 Range Rover Sport Supercharged brings the adventure home

2010 Range Rover Sport Supercharged 

Despite enduring a string of financial hardships, Land Rover still enjoys one of the clearest and most robust brand identities in the automotive kingdom. The English automaker has held the same core values since the company's first off-roader was created by Maurice Wilks in 1948. Wilks reportedly designed the first Land Rover to emulate a Jeep he had driven, and the first Land Rover prototype actually utilized a chassis borrowed from that legendary American off-roader. And much like Jeep, when you think of Land Rover, the words rugged, purpose-built, and capable are sure to come to mind, but the two storied marques part company when it comes to luxury amenities. England's four-wheeling pride and joy can be found in places like Africa, the Middle East, Australia's Outback and as well as the ritziest precincts of Beverly Hills and Monte Carlo.

While the core identity of Land Rover hasn't deviated much over the years, its product lineup has grown substantially. After Ford purchased Land Rover from BMW in 2000, the brand added the supremely capableLR4 and Range Rover Sport to a struggling lineup. The Sport traces its looks and name to the top-end Range Rover model, but its underpinnings are actually based on the LR4, with an integrated bodyframe semi-monocoque construction for a combination of rough and ready off-roading and good noise isolation characteristics.

The sportiest of Range Rovers has been a solid entry in the luxury mountain climbing segment for a half-decade, but the folks at Land Rover have given the Sport a very thorough update for 2010 to help it live up to fast and flashy new competitors like the Porsche Cayenne and BMW's X5/X6 M twins. We were able to get our hands on a new 2010 Range Rover Sport with the company's new Jaguar-derived supercharged 5.0-liter V8 to see if it's as accomplished on paved streets as it is off-road. Hit the jump to see if it's still our cup of tea.

Photos by Chris Shunk / Copyright ©2010 Weblogs, Inc.

When we say that the Range Rover Sport has been updated for 2010, we mean thoroughly overhauled. It may not look all that different on the outside, but among the upgrades for 2010 are a pair of more powerful engines, a new six-speed automatic transmission and comprehensive – if subtle – alterations to the accommodations. Exterior changes include new, impressive-looking LED-encrusted headlights and taillights that give the Sport a more commanding presence on the road. Other than the new lights, though, the Range Rover Sport looks nearly identical to the model it replaces, which is just fine with us. Range Rover's classic design remains the black tuxedo of the luxury SUV set, with an intrinsically tough-looking stance and manly lines throughout. Our completely loaded Bournville (fancy word for really dark brown) Range Rover Sport carried an MSRP of $82,345 with standard navigation and moonroof, along with every option box checked, including rear-seat DVD, upgraded 20-inch wheels and HD Radio. A hefty price tag to be sure, but is it worth it?
On the inside, we'd say yes... for the most part. Land Rover started with the familial cockpit layout that's become a staple of the marque, along with upgraded materials and a host technological improvements. High-grade leather is present just about anywhere your hand falls and the use of matte finish woods is among the best we've ever seen. Seemingly everybody we transported during our week with the vehicle wanted to touch the trim for themselves, as evidenced by the multitude of fingerprints on the leathery dash. We can't blame anyone for getting a case of the fondles (*ahem*) when sitting in the front seat of the Land Rover, as we can't recall a vehicle with better materials at this (lofty) price point. Land Rover has even swapped out the seats for 2010, and the new, deeper thrones have ample electronic-controlled bolstering to keep your butt planted during aggressive driving.

One of the things we didn't like about past Land Rover interiors was their labyrinthine maze of buttons splayed across the center console. We apparently weren't alone in disliking the button-palooza, as Tata Motors' luxury SUV outfit has cut 50 percent of its overall press-points for 2010, and the remaining switchgear is easy-to-reach and a snap to navigate. And speaking of navigation, our Range Rover Sport tester came standard with a seven-inch touchscreen nav/infotainment unit, a no-brainer for an adventure-ready $82,000 luxury SUV. We'd love to tell you the nav was a hoot to use, but unfortunately, that was far from the case.
For starters, the screen is smaller than the one you can find in other vehicles at half the price, and its slight stature is amplified by the fact that the Range Rover control array is the Spruce Goose of center stacks. We'd be able to overlook this one problem if the system was responsive and easy to use. Again, not so much. Every time we touched the screen, there was a persistent latency between contact and execution of the command. Our fully-loaded tester also came with LR's optional rear-seat entertainment package. When we saw a pair of massive LCD screens embedded into the back of the front seat headrests, we immediately thought the kids were in for a treat. What we didn't anticipate was how big of a headache it was going to be to pop in a DVD for the kids to enjoy while we have our way with the 510 horsepower manwagon. 

When it came time to take the family for a ride, we loaded up the kids along with a copy of The Pink Panther. After everyone piled into the gorgeously appointed SUV, Dad opened the glove box to insert the DVD. Nothing there. Maybe the CD slot in the dash doubles as a DVD reader? Nope. Oh, then it must be hiding beneath the center armrest. Again, no. Luckily, we had a 13 year-old in the back seat. Anything back there? Under the seat? Nope. We checked the manual (no mention) and we looked in the trunk. Nothing. After wasting a half hour of our lives, we made a call to editor Paukert for some council. Paukert reminded us that older Range Rovers used to have a small, obscure access panel in the boot above the passenger-side rear tire well.
We ventured outside one more time to take a look, and wouldn't you know it, there was a tiny access panel staring us right in the face. We'd seen the panel before, but assumed that it was just too small to be anything but a fuse box. Unfortunately, we were wrong. Nestled into the panel ever so tightly was a six-DVD changer buried deep into a dark, narrow sarcophagus. After a couple of minutes of jostling, we were able to pry out a flimsy cartridge. The Pink Panther was inserted and the kids re-entered the vehicle. We then fooled around with the LCD interface for five minutes before realizing that we had to labor through the nav interface to turn on each headrest-mounted LCD before playing the DVD. Now we know what it feels like to be Santa Claus at a Philadelphia Eagles game. Needless to say, we subsequently watched the same movie every time the family was in the vehicle, and we're pretty sure the disc was still in the boot when it was picked up. And to think that the rear-seat entertainment package is the most expensive Range Rover Sport option at $2,500. Ouch. Fortunately, the Range Rover Sport was much more enjoyable once we actually started driving.

Getting behind the wheel of a Range Rover Sport is a bit like entering a Brinks truck, albeit a very nicely appointed one. It's hard not to feel invincible from the moment you close the doors with a confidence-inspiring thud and stare out the front window only to revel in your commanding seating position. And those new seats? They're a fitting reward for the driver who plops down 82-large. The chairs are Lazy Boy-comfy but with very respectable bolstering for a 5,900 pound utility vehicle. And as we would soon find out, said bolstering is very welcome given the Range Rover Sport's extraordinarily powerful drivetrain.
The biggest aspect of the Sport's refresh is a pair of completely new powertrains, and we were lucky enough to get the direct injected, supercharged 5.0-liter mill under the bonnet of our tester. With 510 horsepower and 461 pound-feet of thrust, our tester felt more like a supersized sportwagon than a massive SUV. Land Rover claims a 0-60 mph time of 5.9 seconds, and after one stab at the throttle, we can attest to the accuracy of that time. The Eaton-sourced twin-vortex supercharger is 16 percent more efficient than the booster it replaces, giving the RR Sport another 135 ponies (versus the naturally aspirated model) while still passing ULEV2 emissions regulations. The new engines figure to be more reliable, too, and they carry 15,000-mile service intervals, effectively doubling the amount of regal mud bogging between dealer visits. Land Rover went to ZF for its newest transmission, and the HP28 six-speed unit is a very smooth operator. Paddle-shifters were on-hand, but we had no desire to use them more than once thanks to the engine's surplus of torque. 

And just because the RR Sport weighs in at nearly three tons doesn't mean that Land Rover has built a sloppy cornerer. LR hasn't obliterated any longstanding laws of physics, but by adding adaptive vehicle dynamics, it's helped bend some rules. The Landie's DampTronic valve tech monitors and optimizes damper pressure 500 times per second, helping even first-time drivers feel confident and controlled behind the wheel. Steering feel has also been improved by stiffening the front suspension's lower arm bushings.
While we certainly couldn't verify Land Rover's claim of 500x per second damping pressure monitoring, we can tell you that the sporty Range Rover feels very surefooted in a wide variety of driving conditions and during aggressive driving. We were pleasantly surprised at how flat this beast is under hard cornering – it's like Land Rover built a tank that was specifically designed for slaloms. Actually, tank-like is a great way to describe the feeling we got when behind the wheel, but not in a laboring, trench warfare way. More like, this is as close as the English could come to duplicating the Abrams Tank while still retaining the driving dynamics of a vehicle much smaller than it really is. The steering is nicely weighted and has some level of feedback, though it won't be confused with a Porsche Cayenne any time soon. The Range Rover's five spoke, 20-inch wheels fill out the wells just fine, and the 14.2-inch ventilated rotors up front and 13.8-inch stoppers at the rear provide enough fade-free stopping power to keep your Land Rover from dancing with bumpers or boulders.

The Land Rover Sport may have the heart of an on-road athlete, but it is constructed to excel off-road even more than it does on pavement. Every Range Rover Sport comes with Land Rover's Terrain Response system; a dial with six settings for varying driving conditions. The driver can select from settings including general driving, sand (new for 2010), rock crawl, mud and ruts, and grass/gravel/snow. The other all-new setting, which is only available on the supercharged model, is Dynamic Program, which tightens steering and body control while also reconfiguring the stability control system for snappier responses. Select this option and Land Rover promises that you'll enjoy a more athletic on-road driving experience. We found Dynamic Program to have improved steering and throttle response, but a single performance-inspired setting does not a 3 Series-fighter make. It does, however, result in a confident-handling luxury SUV. Our favorite setting was the winter detent, because Southeast Michigan received about two inches of snow right when we took delivery of our tester. While the settings didn't cut out sliding and slipping altogether, it did a fantastic job of keeping us on the straight and narrow.
Since our test model had every available option, we were also able to test Land Rover's adaptive cruise control. While we're not huge fans of most adaptive cruise systems, we were very happy that Land Rover has done an excellent job of making the system easy-to-use. If you find yourself slowing down too far from the vehicle in front of you on the highway, simply slick a steering wheel-mounted button to decrease the trailing distance. A five-inch, grayscale LCD located in the gauge cluster shows the driver which setting he or she is using. Keep in mind, though, that unlike some advanced adaptive cruise systems that will bring a vehicle to a complete stop if the radar system senses an object in its direct path, in our experience, Land Rover's system will slow the Sport to about 10 mph. From there, it's up to the driver and those capable brakes to bring the Sport to a complete stop. 

On the efficiency front, Land Rover says that the 2010 Sport is more economical than the model it replaces, which is no surprise when considering how thirsty the outgoing model was. Our time with the RR Sport added up to fuel economy of about 13 miles-per-gallon in mixed yet spirited driving. The EPA says you should expect 17 mpg on the highway and 12 mpg in the city, so don't trade in the family Mini just yet.
In the end, it's hard not to love the Range Rover Sport because it remains straightforward in what it promises and diligent in ensuring that those promises are kept. The new model delivers with luxurious appointments and vastly improved performance while honoring a 60-year tradition of off-road capability. Mix in the boxy good looks that come standard on every Gaydon gladiator, and we couldn't help but fall for this Land Rover quite a bit. Okay, so we didn't take our tester on safari, but it did everything we asked of it during our time in the urban jungle. Like us, we suspect that most Range Rover Sport owners won't often take the road less traveled, though we're sure the ability to easily hurdle a cement parking barrier in complete luxury is a fine ability to have should the need ever arise.

miercuri, 22 septembrie 2010

Citroen ds3

citroen ds3

While bmw has the mini and fiat has the 500, citroen has just released the small-scale ds3. The car was first announced at the geneva auto show last year and is now hitting the streets. the super mini car is billed as being anti-retro, sporting innovative design cues that don’t reference the past. the car measures in at 155.5 inches long and comes with a few engine options ranging from diesel to four-cylinder gas engines that all focus on conserving carbon emissions. the car comes in a variety of colour options and has already been produced in a few special editions. the first is special edition version for yves saint laurent and the citroen produced ds3 racing edition that has an even sportier spec sheet and design.

luni, 13 septembrie 2010

Audi R8 Review

There I was, having fun, fun auf die autobahn, when nature called. Somewhere southeast of Stuttgart, I took the wrong exit and found myself outside the gates of Audi’s Neckarsulm factory. A large sign proclaimed the brutally Bauhaus industrial complex ground zero for the German automaker’s R8 supercar. I was immediately convinced I was destined to park one in my garage. Of course, by then I’d been chasing R8 ownership for over three years. So, do good things come to those who wait?
Flash forward to Vegas. I'm looking at a row of carefully prepped aluminum-bodied R8’s shimmering in the desert heat, hunched low to the ground, looking distinctly sinister in the winter sun. The German coupe’s over-sized mal occhi stare out from a shape not entirely unlike a Ferrari F430, though obscured by all manner of bulges, strakes and intakes.
The R8’s “blades”– contrasting colored bands bisecting the R8’s profile like enormous pieces of duct tape– look just as jarring in real life as they do in the pictures. But the car’s back end is a thing of beauty; a synthesis of Italianate style and Germanic precision projecting pure power.

The R8’s interior shares too much family resemblance with the upcoming TT for my tastes, from its door pulls to the undersized sat nav screen to the dreaded Multi-Media Interruption device. Despite the haptic heaven– buttery leather, textured aluminum, carbon fiber accents, plush Alcantara– it’s a bit like sitting inside a Halliburton Zero.
Thanks to the R8’s panoramic front windshield, at least it feels like a BIG briefcase. For a mid-engined sports car, rearward visibility is better than expected– somewhere between horrendous and really bad. Backup sensors and camera come standard. Much obliged.  

The 3439 lbs. R8 holsters Audi’s 4.2-liter FSI V8, good for 420 horsepower and 317 lb.-ft. of torque. To help well-heeled potential customers do the math, Audi’s product specialists laid out a 200 mile route through Nevada’s Valley of Fire, and provided access to the Las Vegas Raceway.
On the open road, the R8 is a serene machine. Despite low gearing, road and engine noise levels are subdued enough for the daily drudge. My tester was afflicted with a few squeaks and rattles; an indication of early build problems or journalists’ ability to abuse Audi’s horsepitality. Anyway, over any road surface, the R8’s ride quality is superb, even without the optional 'Audi magnetic ride' adaptive damper system.

When pressing on, the R8's exhaust note morphs from metallic rasp to barrel chested roar to banshee wail. The endless mechanical aria is a welcome alternative to the standard-issue sound system, which is no better than an A4’s ICE. And while we’re here, the R8’s armrests are poorly positioned for long term comfort and the cupholders are useless.
The Lamborghini Gallardo donated its paddle shift transmission to the R8. At low speeds, smooth shifts are fast unmöglich. While Audi's R-tronic system isn’t as bad as BMW’s SMG cog swapper (what is?), it's nowhere near as agreeable as Audi’s world class DSG. To make matters worse, the R8’s paddles are too small and made of nasty ass plastic. I briefly drove the six speed manual version and prefer it for extended civilian jaunts.

Cruisers note: storage space is notable by its absence. Audi will sell you a gorgeous seven piece set of fitted luggage for around 5000 Euros (which is nicer than anything else inside the car). But hey; long distance love isn’t the R8’s main mission.
The track is the R8’s true métier. Zero to sixty in 4.2 seconds says this sucker moves. Equally important, the coupe changes direction with sufficient panache to elicit a gleeful cackle from the most jaded track addict. Even with the ESP traction control disengaged, getting the Quattro-equipped mid-engined motor’s back end out of line is almost as hard as trying not to.

Too much speed in a corner? Back off the throttle and the nose tucks neatly into line. Composure through long sweepers at speeds at 100+ mph is equally exemplary. And the R8’s binders are phenomenal: an endlessly reassuring combination of power, feedback and measured modulation.
On the Vegas circuit, max attack e-gear shifts were swift yet smooth. Unfortunately, Audi put the e-gear indicator into the witness protection program. Even so, flogging the R8 around a track– and then driving it home– could become its new owner’s new favorite pastime. 

The R8’s handlers claimed the R8 opens a new automotive segment: affordable exotica. Yes, well, as quick and conscientious as the car is, the R8 struggles to surpass the dynamic benchmark set by the similarly priced Porsche 911 Turbo.
While the rear-engined German is faster than the R8, the visually malevolent Audi definitely possess the X factor needed to present a suitable alternative to the Daddy of All Daily Supercars. In time, the battle lines will draw closer. Call me a speed-crazed fashion victim, but I can’t wait. 

sâmbătă, 11 septembrie 2010

Golf V GTI vs Golf V R32


Hello all,

Today I am going to compare Golf V GTI and Golf V R32 based on my personal experience because I used to have 2007 Golf V GTI and I own 2008 Golf V R32...

R32 pros: Powerful V6 engine (it generates more power on lower rps), quicker (launch control!), better handling (especially corners), haldex AWD (Most of the time it is FWD and whenever front wheels start skiding rears kick in and it becomes AWD) and haldex saves gas when you compare it to all the time 4WD cars. It handles snow very well!

R32 cons: Heavier than a regular Golf and Golf GTI but it makes handling much more better. On a dry road front wheels skids very very rarely. ~75 hp per liter enige... I would expect more power. R32 could use 50 more hp and become 300hp monster... And oh yes more expensive than GTI! (+ $7K-$8K) It consumes more gas... 

GTI pros: Powerful inline 4 cyclinder engine with Turbo. 100hp per liter. Light weight. Handling is good. Very good mpg. 

GTI cons: Handling is good but front wheel skids on powerful launch... Well R32 handles better than GTI. Slower 0-60 time. FWD suck on heavy snow :( 


US Spec comparisons... EU versions has more feature but not US ones :(

2.0T Liter 200hp 207lf-ft Engine3.2 Liter 250hp 236lf-ft Engine
Manuel or 6sp DSG6 sp DSG
3,100 lbs (1,406 kg)3,547 lbs (1,609 kg)
17" alloy wheels (18" option is available)18" alloy wheels
* 0-60 mph in 6.4 secs* 0-60 mph in 5.8 secs
21/31 mpg (* average 24-25 mpg)18/23 mpg (* average 20-21 mpg)
Side skirts and Navigation are optionalSide skirts is standard and Navigation is optional
No rain sensorRain sensor available
Fog lightsNo fog lights
Yes compassCompass available only with navigation
Red/Blue caugeBlue/White cauge
No interior trimV6 engine chrome interior trim
Cellular front grillSilver look front grill
2 dr or 4 dr
Only 2 dr