AUTOPANEL

Base Price: $27,940

As-Tested Price: $32,885

Drivetrain: 3.0-liter V6; AWD, six-speed automatic

Output: 264 hp @ 6,950 rpm, 222 lb-ft @ 5,100 rpm

Curb Weight: 3,770 lb

Fuel Economy (EPA/AW): 20/19.6 mpg

A nice little ute, by far the best small SUV to come out of General Motors ever. It looks terrific to my eye, and I like the interior, too. The materials look good but aren't (too many hard plastics). The sliding rear seat is helpful, expanding legroom for passengers.

There's plenty of power though the ute drives heavy, because it is. Why a truck this small has to weigh this much is beyond me. It doesn't feel quite as flingable as some of the other smaller utes like the Honda CR-V or the Toyota RAV4. It is, however, nice and quiet on the road and thus feels more refined than some of its competitors.

COPY EDITOR CYNTHIA L. OROSCO: I appreciated a weekend in the Equinox, as did my fiancé, who is looking at this small ute to replace his 2005 Equinox. His verdict: He wants it. We both liked the additional room the new Equinox provides, the user-friendly layout of the center stack, the easy-to-work navigation and entertainment functions. The back seat offers good legroom and headroom, although one passenger found the step-in a bit high. Also, there's good cargo space out back.

The V6 provides good power, but the truck did feel heavy sometimes, and I noticed the engine seemingly working hard to find/maintain the needed gear. It was the sensation of hesitation or lag; not terrible, but certainly noticeable.

I also like the exterior lines of this Equinox, which give it a sporty look. A new Equinox won't be debuting in our driveway this year, but maybe next year.

EXECUTIVE EDITOR ROGER HART: I like this ute, too. I like the size, the quietness, the overall interior design, and the overall look of the thing. I'm a little disappointed with the hard-plastic dash, although it has a pattern to it so it doesn't look all that bad until you start tapping your fingers on it. The driver's seat is quite comfortable and very adjustable, and there is decent rear-seat legroom.

The engine has decent power but I did notice the transmission shifting up and down quite a bit during my drive, trying to always be in the higher gear, but just a little throttle application necessitated a quick downshift to accelerate. That could get annoying.

Base Price: $68,000

As-Tested Price: $68,000

Drivetrain: 5.0-liter supercharged V8; RWD, six-speed automatic

Output: 470 hp @ 6,000 rpm, 424 lb-ft @ 2,500 rpm

Curb Weight: 4,306 lb

Fuel Economy: (EPA/AW) 17/19.8 mpg

Options: None

Even after being around for a couple of years, the XF hasn't lost any of its street appeal. Back when we had our long-termer, I would constantly get stopped and asked about the sexy cat at grocery store parking, gas stations and everywhere else. And why wouldn't people ask about it? I mean, look at it! The car is gorgeous.

Sure enough, when I got gas last night I was once again asked about the slick looking feline. This time it was a slightly tipsy gentleman who stumbled out of the pub next door to purchase some cigarettes from the gas station. Maybe it was the beer goggles that made the car look 300 pounds lighter, but he stood in front of the car stunned and continually told me how beautiful it was. He asked about the price, how it drove and how much horsepower it had.

Speaking of horsepower, this test car is packing a more potent punch compared to our long-termer. For the 2010 model year, Jag slid in a new engine under the hood of the XF. Replacing the previous 4.2-liter supercharged V8 is a 5.0-liter supercharged V8 for an increase of 50 hp to 470 and small bump in torque of 11-lb-ft to 424. The lightning quick ZF automatic gearbox remains, which is a good thing.

The extra power is noticeable from the first throttle mash and pushes the car well past posted speed limits in short order. The car remains light on its feet with quick response to steering inputs and the suspension keeping the car well planted in all situations. Brakes return instant grab.

I'm still mildly entertained by the handshake at start-up with the opening vents and raising shift knob from the center console. What I still don't like much is the center touch screen that controls functions navigation, sound, heated/cooled seats and steering and etc. Going between menu screens still includes a screen wipe that saps precious seconds from your life that you will never get back, and it requires you to sometimes have pinpoint accuracy when using it. It's not something that would make me not recommend the car, but it's an annoyance.

Kruse Inc., the auction company that sold the famous William Harrah car collection and has been synonymous with auctioning enthusiast automobiles since the 1970s, has lost its licenses in its home state.

The Indiana Auctioneer Commission ruled on Tuesday to revoke both of Kruse Inc.'s licenses, and the company has to wait seven years to apply for new ones, said Kelly Butters, a spokeswoman for the Indiana Attorney General's Office.

Dean Kruse, president of the auction house, has had his personal license suspended indefinitely. He can apply for reinstatement in two years. He and his company were fined a total of $70,000.

A message left at Kruse Inc., which is based in Auburn Ind., was not immediately returned on Wednesday evening.

Kruse has appeared to have been in trouble since last year, when reports surfaced of consigners (sellers) at auctions not getting paid, and buyers not receiving their cars. He told AutoWeek last summer the financial woes were the result of a down economy and cash-flow problems.

The ruling is a stunning fall for a company that helped grow the popularity of auctions and collecting cars among enthusiasts. In addition to selling the Harrah collection for $41 million spread out over three auctions, Kruse also claims to have sold the first car for $1 million in cash, a 1934 Duesenberg, and Dean Kruse has presided over more than 5,000 auctions, the company Web site said. He also is known for an impressive personal collection and has been profiled in AutoWeek for his extensive array of cars.

Terms of the ruling are not final but have been agreed on by Kruse, his company and state officials. A written ruling is expected as soon as this week.

“This agreement is satisfactory and this remedies the situation,” Butters said. “An important aspect of this is getting the consigners repaid.”

It's unclear what this means for Kruse's auctions in other states. But the company and Dean Kruse cannot auction cars in Indiana or use those licenses elsewhere. Kruse held auctions in Arizona, Florida and Alabama earlier this year.

Additionally, Dean Kruse must submit quarterly reports certified by a CPA to the auction commission showing payments to consigners. If he applies for reinstatement and gets his license back, he has 18 months to have paid off all claims and civil penalties.

My experiences with the Ford F-150 SVT Raptor in the past were confined mostly to paved roads--hardly the right environment to get a good feel for this wild beast of a pickup. While the truck offers major appeal in the styling and suspension departments, the 5.4-liter, 310-hp, 365-lb-ft V8 just didn't seem to live up to the bat-out-of-hell tradition of its SVT truck predecessor, the F-150 Lightning.

All that changed when Ford invited us out to drive the 2010 SVT Raptor 6.2--the mid-year upgrade with the all-new 6.2-liter, 411-hp, 434-lb-ft V8. Ford promised some on-road driving along with plenty of off-road work during a day at its Michigan Proving Grounds about 40 miles outside of Detroit.

Rain was the dominant weather for most of the week leading up to the event, and the drive day dawned wet and nasty. While rain might put a damper on enthusiasm for most drive events, in this case it could only mean one thing: Joy in Mudville.

Sure enough, the drive routes and trails scratched out by the Ford team were in terrible shape--almost like someone had imported a slice of the soggy British Midlands to Romeo, Mich. But hey, we're talking the Raptor here, with mongo Fox shocks, Raptor-exclusive all-terrain tires, massive ground clearance, electronic locking rear differential, stability control, traction control, hill descent control, off-road mode--the works. The truck seemed up to the task, but were we?

With my co-pilot, SVT suspension and vehicle dynamics chief engineer Eric Zinkosky, serving as navigator and cheerleader, we launched into a series of severe driving endeavors, the likes of which I've only encountered a few times (driving Land Rovers in the aforementioned Midlands comes to mind). Though seven inches wider than a normal F-150, the Raptor made easy work of tight wooded trails, despite mud that made steering nearly irrelevant at times. We picked our way through the rutted, sloppy backwood two-tracks, up and down hills, with the Raptor's 6.2-liter engine's extra punch providing ample assistance.

But the real fun came later in the day when Ford cut us loose on a wide-open high-speed off-road course that wound its way around a fairly open field, over hill and dale, and through all manner of mud. Zinkosky complained that the mud was limiting our speed in several stretches, but it had no effect on the pure joy of pounding around an off-road course that truly tested the truck's mettle. We bounded out of the cockpit after each track run literally sweating from the workout.

Is the Raptor for real? So far, 7,200 buyers have stepped up to get one, and the truck's average time on a dealer lot is six days. Like its effect on the Raptor's 0-to-60-mph times (6.9 seconds vs. 8.4 seconds for the 5.4-liter V8), the addition of the 6.2-liter engine to the lineup is only accelerating that process.

Need more? Ford tells us that when the 2011 Raptor hits the market late this summer, the lineup will expand to include a Crew Cab model--offered exclusively with the 6.2-liter engine.

Mud, as we understand it, will be optional.

What is it?

Bentley says its flagship Mulsanne is the largest production sedan the British automaker has built yet, and the only brief the British automaker's development engineers were given was to "create a Bentley that is the pinnacle of British motoring."

First shown last August at Pebble Beach (yes, it looks much better in person than in photographs), the sedan comes in at a whopping 18 feet long. Power comes from a new twin-turbo 6.75-liter V8, developing 505 hp and an amazing 752 lb-ft of torque (peaking at just 1,750 rpm), mated to an eight-speed automatic transmission. The car will hit 60 mph in 5.1 seconds and has a 184 mph top speed, riding on a new chassis and new air suspension system with continuous damping control.

The interior is typical British luxury car, all woods and leathers--three times more wood than Bentley has ever used. It's like your favorite club. But the car is not short on high-tech: In-car technology includes a 60GB disc-drive nav system that includes audio/video, personal data, telephone and Bluetooth. You'll also find connectors for iPod, USB and mini USB.

What's it like to drive?

Extraordinarily smooth, quiet and fuss-free. Ultrafast but effortless, the Mulsanne blasted us along Scottish two-lane roads with authority. Considering we were in a right-hand-drive car on the left side of unfamiliar roads, the car instilled confidence. There are four suspension modes: comfort, Bentley, sport and custom. Each adjusts the throttle and steering. The Bentley mode is set to what the engineers felt was the best setup, and we liked that one best. It struck a nice balance between good handling, a good ride and weighty steering. By the way, you might be tempted to ride in back while James does the driving, and we can't blame you. We tried it, and it's more than pleasant back there, especially with the back massager on. But the Mulsanne is an entertaining driver.

Do you want one?

Of course you do; it's the new flagship after all. Just 20 a week will be built. The cost (if you must ask) is $285,000, and the Mulsanne replaces Bentley's Brooklands and Azure models. About the only cars competing with the Mulsanne come from Rolls-Royce and maybe Maybach. Your biggest decision will probably be which of the 100 paint schemes, 24 leathers or nine woods to choose from. You've got time to think about it--you won't be able to get a Mulsanne until 2012. They're sold out until then.

The second-generation Volvo S60 takes a slightly different approach than its predecessor. Yes, there are a ton of safety features in the car, more than on any previous Volvo. Loaded with items such as City Safety and the company's third-generation of collision warning, the S60 has an optional pedestrian safety system that, using a camera and radar system, recognizes people (up to 10 at a time, distinguishing the nearest threats) and will bring the car from up to 25 mph to a dead stop to avoid a collision. The system works only with two-legged creatures, so it will not respond to four-legged animals.

How's it drive?

While safety is Volvo's calling card, company engineers have spent years working on the chassis and suspension of this new S60 with the goal to make the car not only safe, but fun to drive.

After sampling a preproduction car on the twisting, undulating roads of the Taunus hills near Frankfurt, Germany, we can say their effort was worthwhile. With the turbocharged six underhood--the only engine variant to be offered when the car goes on sale in the United States this fall--the S60 is fun to drive. A six-speed manual or six-speed dual-clutch gearbox would make the car even more fun to drive, but simply saying "Volvo" and "fun-to-drive" in the same sentence is certainly a good step forward.

During development Volvo engineers paid special attention to the car's steering, offering drivers the option to choose the effort needed to turn the wheel. Using the center console display, you can choose low, medium or high, depending upon personal preference. Low gives you the type of feel you might expect in say, a Lexus, while medium feels like a traditional German sports sedan. High is a notch up from there. Steering weight preferences are very personal, and during some tight switchbacks the high felt a bit too much, while medium seemed spot-on while low was, well, too light. Your experience may vary. Giving the driver the option is a nice feature, we think.

No matter which setting you use, the car responds with crisp turn-in, and the steering feedback lets you know where the car is at all times. Our test car was riding on 18-inch summer tires and the grip was very good. U.S.-spec cars will come with all-season rubber, so the ride may be jut a tad softer and the grip not as good. Summer tires may be offered as an option here in the States.

The Haldex AWD system splits torque according to which wheels are getting bite, and, working in coordination with the car's traction control system, minimizes understeer.

The suspension is stiff, not brutally so, but you notice very little body roll and hardly any brake drive. Jounce and rebound are very well handled, giving the car a solid, secure feel on a variety of road surfaces. The net result is a car that will surprise those who might think of Volvo as being the equivalent of a European Buick. We all know the Euro Buick is, of course, an Opel Insignia.

Do I want it?

Volvo knows convincing customers the S60 is a driver's car, not just a safe cocoon in which to haul precious cargo--aka family members--is a tall order, so Volvo priced the car competitively. At $38,550, the S60 packs more features and more horsepower than similar-sized cars offered from Audi, BMW, Mercedes-Benz and Lexus. Start ticking off options, and you can easily push the price of the car north of $45,000. Still, the S60 offers one of the safest cars built in a handsome package that is fun to drive and extremely comfortable. The interior design is elegantly simply, with just two round dials in the instrument panel fitted into a dash with a sweeping design reminiscent of a road-course layout. The center stack, topped by a seven-inch display screen, is again simple and straightforward. And Volvo continues to put in its cars some of the most comfortable seats available in a car today.

Who said safe can't be fun?

2011 Volvo S60

Drivetrain: 3.0-liter turbocharged I6, 300 hp, 325 lb-ft; AWD, six-speed automatic

Curb weight: 3,764 lb

0-60 mph: 6.5 sec (mfr)

Fuel economy: TBD

The good: Head-turning looks mark the 2010 Chevrolet Camaro LT, while the engine strikes a good balance between economy and power. A well-designed suspension keeps it under control in the curves. iPod and Bluetooth cell phone integration are available.

The bad: OnStar is the only navigation option. Audio quality is mediocre from the stock sound system. The shifter buttons are poorly placed, and the six-speed automatic only delivers satisfying performance in sport mode.

The bottom line: The 2010 Chevrolet Camaro LT is largely about style, although it isn't bad on the performance side. For cabin tech, only a few essentials are available.

Ford Mustang, Dodge Challenger, and now the 2010 Chevrolet Camaro: this holy trinity of retro muscle cars is now complete. Each car, being iconic in its own way, will have its own set of fanatical adherents regardless of how well it drives or what tech is available. But the new Camaro may have the biggest fan base; during our week with the car people stared, took pictures, came over to chat when we parked, and nearly hit us as they swerved over lanes to get a closer look.

With its bulging hood and broad rear fenders, the Camaro certainly makes an impression. Our test car was also equipped with the RS appearance package, giving it meaty 20-inch wheels and a rear spoiler. We didn't think much of the fake wheel vents in the rear fenders, mere impressions in the sheet metal, as they have no practical purpose. But that's a small concern when the Camaro's bodywork makes it look like such a badass.

The new Camaro does an excellent job of bringing back and modernizing the style of the first-generation model.

In the cabin, we were pleasantly surprised by its interior design. Sure, the materials, hard plastics, and a cloth strip look a bit cheap. But Chevrolet managed to blend everything together well, which at least makes the build quality look good. For example, the stereo head unit is nicely contoured, with smooth, simple surfaces around it. The big letdown was the squarish plastic surrounds on the instruments, which would look much better in metal.

OnStar navigation
There's no LCD in this dashboard, and no onboard navigation system available. Instead, the Camaro offers route guidance through OnStar, which we regard as an inferior solution. First, instead of simply entering a destination into a navigation system, you have to talk to an OnStar operator. Chevrolet did a good job of building route guidance into the car--once the operator sends the route, turn-by-turn directions are shown on the instrument cluster display and on the radio display, along with voice guidance. But if you get off-route, the system doesn't automatically recalculate, instead requiring a couple of button pushes to have a new route sent down from OnStar.Turn-by-turn directions, downloaded from OnStar, show up on the instrument cluster.

If you are out of range of the OnStar network, you don't have navigation. And if you are out of data range, the OnStar operator will read out the list of turns, which is saved as a recording that you can access as you go. Certainly OnStar requires less hardware than a navigation system, and has other useful features, but there are too many situations in which it just doesn't work, and when you might need it most.

OnStar can also cover hands-free calling, but Chevrolet makes a Bluetooth hands-free system available in the Camaro, so you can use your own phone. We paired an iPhone up to the system and got basic connectivity--the voice command interface let us dial by number, but it didn't download our phone's contact list.

The Bluetooth phone system comes as part of a reasonably priced, at $655, Convenience and Connectivity package, which also includes audio controls on the steering wheel, remote start capability, and a USB port for the audio system, the latter useful for iPod integration and playing MP3 tracks off a thumb drive. In May, a Microsoft engineer published photos of the Camaro's stereo integrating with a Zune MP3 player, but when we plugged a Zune into the USB port it wasn't supported.

Thirty-five years ago, the word "Watergate" was being re-Webstered from meaning "a snazzy apartment building in Washington, D.C." to "a coverup investigation involving the White House, two reporters who don't look anything like Robert Redford and Dustin Hoffman, and a guy named 'Deep Throat.'" The most popular show on TV was about a grump named Archie whose tattered easy chair would go on to occupy a place in the Smithsonian. Half of the current staff of Motor Trend hadn't even been born yet (yes, Angus, we're getting old). That year, 1974, would also mark the final moment for decades in which America's streets would be prowled by all three current-gen versions of the most iconic-ever ponycars: the Chevy Camaro, the Dodge Challenger, and the Ford Mustang.

Frankly, we thought we'd never see the tire smoke from the ponycar wars again.
Defying the oddsmakers, though, America's three trick ponies are back. And they're back big. Those days of yore are indeed long-gone -- but only because the new incarnations of the Camaro, Challenger, and Mustang are so far evolved from their famed predecessors they're recognizable almost by name only. Sure, the old cars looked cool and made lots of noise and got the girls, and some could even lay down a righteous longitudinal blast when the road arrowed straight. But none could match these current machines for blistering speed, cornering ability, braking power, driveability, reliability, and comfort. I mean, when I was 16, we didn't have fancy computers to make our cars run like winged chariots, and we didn't have in-car iPod adaptors (unless you count the Tijuana Brass on eight-track), and we sure didn't have...never mind. You whippersnappers today don't know how good you've got it.
What remains utterly unchanged, however, is a degree of nameplate loyalty and fan mania the likes of which might be matched by the current March Madness B-ball tourney. Or maybe not. After all, Camaro versus Mustang versus Challenger is deeply ingrained into the American psyche, the four-wheeled equivalent of the Hatfields versus the McCoys versus...uh, the HatCoys. Doesn't really matter which car we deem the best or what the numbers say -- the feuding factions will stand behind their favorites like a third-grader defending his mom against the schoolyard rabble. Might even be a few bloody noses thrown in if the hostilities escalate to the level of, "Yeah? Well, your Challenger's so fat..."
Hey, but we love a good debate (or at least starting one). So...we proudly present our exclusive, first-ever, side-by-side-by-side comparison of the new Chevrolet Camaro SS, the Dodge Challenger R/T, and the Ford Mustang GT. All the numbers, all our driving impressions...just one winner.
Let the flame-throwing begin...

"Not fair!" howled a bunch of Ford fans when we pitted the 2010 Mustang GT against Chevy's new Camaro, and it lost. "What about the Shelby GT500? You should be comparing the top-of-the-range Camaro with the top-of-the-range Mustang."
Hey, it's not our fault Ford brought a knife to a gunfight. The simple truth is you can buy a 426-horsepower Camaro for the same money as a 315-horsepower Mustang. In fact, order a GT Premium with the TrackPack -- the only way to get the GT500-inspired suspension upgrades, 3.73 rear axle, dual-piston front calipers, recalibrated stability control system, plus the 19-inch wheels and tires that make the 2010 Mustang such a blast through the twisties -- and you'll pay about 1500 bucks more than you would for a 1SS-spec Camaro, which comes standard with Pirelli tires, Brembo brakes, a six speed manual transmission, and a 21st-century rear suspension.

Look at the price, look at the market positioning: The Mustang GT's logical rival is the faster, more powerful, more refined Camaro SS. End of argument.
But the Ford faithful got us thinking: With the 556-horse supercharged Z/28 on indefinite hold, the SS is the toughest factory Camaro you can buy. Is it good enough to take on the new 540-horse 2010 Shelby GT500? Or does Ford now own the high ground in a ponycar war that has ebbed and flowed between these two automakers for more than 40 years now? We decided to find out.

Watch yourself!

The Ferrari Enzo, named after the Ferrari's owner, is a high performance sports car which is well noted for its styling features. Initially, the Ferrari Enzo cost $670,000 and only 399 units were ever produced, but due to its high demand and limited supply, the price of the Ferari Enzo increased every time someone crashes and it is currently estimated at over $1,000,000.

The body of the Ferarri Enzo is made of carbon fiber, as a result, the car is of less weight. The car features aerodynamic subsystems for better safety and performance. It is also equipped with active suspension for comfort riding in the sports mode.

The Ferrarri Enzo features a V12 engine with four valves per cylinder. The engine displacement is about 4700 cc and it delivers an output power of 660 bhp and 485 lb-ft torque. The Ferrari Enzo reaches the speed of 60 mph in 3.4 seconds and the top speed is about 217 mph. The Ferrari Enzo features 6-speed Semi-Automatic transmission and the gear shifts can be performed easily and smoothly even at higher loads.

The wheels are wrapped with Bridgestone tires and it features carbon ceramic discs with six piston calipers. The car also features Anti Braking System and power steering.

The exteriors feature the stylish body structure, headlights and tail lights. The interiors are mostly designed of carbon fiber and it features the air conditioning system, navigation system and the optional launch control.

Specifications

Vehicle Type: - production car, two doors coupe
Configuration: - Mid Engine
Engine: - V12
Capacity: - 5988 cc
Torque: - 485 lb-ft
Horsepower: - 660 bhp
Transmission: - 6-speed Semi-Automatic
Wheelbase: - 104.3 inches
Length: - 185.1 inches
Width: - 80.1 inches
Height: - 45.2 inches
Weight: - 3020 lbs
0-60 mph: - 3.4 sec
Top speed: - 217 mph

The 2010 Saleen 435S was inspired from the 2010 Ford Mustang. It is said to be the first performance car that the Saleen Performance Vehicles has introduced in the market. This is quite a popular car to enthusiasts, as they know the quality and value that Saleen has to offer its consumers. Much like all other models from the Saleen, this only comes as a limited edition production.

The 435S has been expertly designed and engineered to be able to stand tall among the other popular performance vehicles in the market. This was conceptualized and developed to be an impressive platform for an individual to use and modify to the extreme should they choose to. This car has given focus on handling. Power is no reason to be worried about as this uses a supercharged 4.6-liter V8 engine. This is an addition to the goal of making this car one of the best performance vehicles in the market.

The Audi E-Tron is a two-seater compact electric sports car. It has been recently introduced in the market as Audi’s second all-electric driven vehicle. It measures a mere 1.22 meter height, 1.78 meter width and 3.93 meter length. The e-tron has a sheer gross weight of only 1,350 kilograms.

While it is powered by two electric motors, this environmentally friendly vehicle should not be mocked for its size. It can easily go from 0 to 100 kilometers per hour in a short 5.9 seconds and marks a top speed limit of 200 kilometers per hour. Truly, this car is not to be underestimated. Its motors has their own set of coolers to be able to regulate the heat and keep the car running smoothly. This car is also best known for the way it is able to regain lost energy. It does not need to be stored in the garage near an outlet for it to recharge. It can restore the spent energy while it is in motion by means of converting kinetic energy into electrical energy.

The good: The EcoBoost engine in the 2010 Ford Taurus SHO turns in blistering acceleration, while sport suspension elements and standard all-wheel-drive keep the car steady in the corners. Sync delivers excellent phone and MP3 player support while Sirius Travel Link makes traffic reports and gas prices available.

The bad: With its high sides, judging the size of the Taurus SHO from the driver's seat can be difficult. Its bulk makes it less than nimble in turns.

The bottom line: The 2010 Ford Taurus SHO combines an impressively fast, cutting-edge engine with cabin tech that is still ahead of the competition--even after appearing in Ford cars for a year already.

After losing its mantle as most popular sedan to the Toyota Camry in 1997, the Ford Taurus went through a bit of an identity crisis, but it's back with a vengeance for the 2010 model year with a whole new platform. Right out of the gate, Ford is showing confidence in the model by simultaneously releasing the SHO, or super high output, version. The 2010 Ford Taurus SHO is a big sedan, packed with the cabin tech that currently sets Ford apart from the competition. Also, it features a whole new drivetrain: Ford's V-6 EcoBoost engine comprised of a direct injection V-6 and twin turbochargers.

With extraordinarily high sides, the Taurus SHO, a big, beefy sedan, embodies American muscle. Externally, it doesn't differ from the standard Taurus, sharing details such as the notched bars in the grille. Only an aficionado will notice the SHO badges that indicate this Taurus is built for speed. That sleeper status makes the SHO fine for an everyday commute yet able to blast to 60 mph in 5 seconds.

This grille, shared with the standard Taurus, helps the Taurus SHO stand out amid all the other sedans on the road.

The cabin of the Taurus SHO, although lacking a real luxury feel, is covered in quality materials. The dashboard is made up of soft plastics with patterned metal insets. The shifter, with its meaty handle, suits the nature of the car, but feels a little last century. The steering wheel holds the buttons we would expect from a Sync-equipped vehicle, and a touch-screen LCD sits front and center, showing the home screen we've grown familiar with over the past year. The screen shows the map, audio system, and climate control all in their own little windows, but it's the last time we will look at it because we prefer the full-screen map for everyday driving.

Out on the road, the Taurus SHO feels comfortable. Its plush seats feel like overstuffed easy chairs, complete with heating and cooling in front. Ford also makes what it calls multicontour seats available, basically massage chairs, but we didn't have that option. The Taurus SHO does a very good job of insulating against external noise, helping with the impression of quality. We're used to dropping the height adjustment on seats down low, but the high sides of the car make it hard to judge the space around it, forcing a higher seat position.

As a fuel-saving measure, Ford fits the Taurus SHO with electric power steering. The steering is tuned well, providing enough resistance to feel like we are in control. Over time, that power unit proves to limit road feedback to the wheel, but around the city it feels just fine. Likewise, the power delivery from this new power train comes on smoothly, with no turbo lag evident. Of course, in the city we're only asking the turbos for occasional bursts of speed to get around another car or squeeze in a traffic opening. The six-speed-automatic transmission, also tuned for fuel-saving, goes to the highest gear possible, keeping the engine revs at 1,500rpm to 2,000rpm.

BLIS lights up this warning signal in the sideview mirror when another car is in the SHO's blind spot.

A blind-spot warning system called BLIS, technology lifted from Volvo, is present on our car. Our favorite safety tech, BLIS lights up a warning in the side view mirror if a car is in the lane next to the Taurus SHO. Ford is just starting to incorporate this type of driver aid technology, and also makes adaptive cruise controls available as an option, along with automatic high beams. We experienced the latter on the Lincoln MKS and were impressed by their utility.

Route guidance
Of even more utility is the hard-drive based navigation system that serves as an onboard information system. It's very easy to enter an address while underway with the voice command system, which recognizes full city and street names, providing good feedback every step of the way. The touch-screen-entry system is equally easy with its direct inputs. The system shows maps in 2D or 3D, while route guidance graphics indicate upcoming turns. Voice guidance has text-to-speech, reading out the names of streets.

But what really sets this system apart from the competition are its external data sources sent through satellite radio. Its live traffic feature shows incidents and traffic flow information, but it only offers detours around bad traffic when a route is programmed into the system. We've got into the habit of programming a destination even when we know the way. Out roaming California's highways in the Taurus SHO, we got stuck in a few traffic jams; however, that was the fault of the local traffic authorities not providing updated reports, as the navigation system showed clear sailing. As they say, garbage in, garbage out.

Gas prices are one killer feature of the SHO's navigation system and can help save you some bucks.

Another key feature of this navigation system is its integration with local gas prices. Using the Sirius Travel Link feature, the car shows a list of nearby gas stations complete with their current price per gallon. Touch any item in the listing, and the car offers to set the gas station's location as its destination. Sirius Travel Link also includes weather reports, a nice feature for travel in less sunny parts of the country. Of more niche usefulness are the movie times and sports scores data feeds.

When we get into some easy freeway cruising, the Taurus SHO starts to remind us of the BMW 750Li we tested the previous week. These cars, vastly different in price and luxury, both get up to ridiculous speeds without the driver realizing how fast they are going. The Taurus SHO and 750Li share very good noise and vibration engineering, along with engines willing to accelerate easily from 65 mph to 85 mph. Of course, this willingness to get up to excessive speeds means the driver needs to pay attention to the speedometer, or at least have a very good radar detector.

The good: The Mini Cooper S is one of the best-handling compact cars we've tested. Acceleration is surprisingly good and steering is quick and direct, particularly with Sport mode activated. Wide arrays of technology and performance upgrades are available as options.

The bad: Fully optioned, the Cooper S can get quite expensive. The ride is harsh and turbo lag is an issue. Cabin controls are scattered confusingly around the dashboard. Navigation is DVD-based and Bluetooth doesn't feature audio streaming or phonebook import.

The bottom line: The Mini Cooper S can be polarizing with its style over substance cabin and harsh, performance-oriented ride, but with a list of options longer than the car itself, it's easy to make the Cooper your own.

Quirky, cute, zippy. There's much to like about the diminutive Mini Cooper S. It's a blast in the corners, yet still sips fuel. Its style is classic, yet also modern. And there's nary a parking spot that the Mini can't squeeze into.

But the thing about the Mini is that on the other side of every pro is an equally valid con. Its modern aesthetic makes the cabin a confusing ergonomic mess. The same taut suspension that helps the Mini to handle so well also makes every pothole feel like the Grand Canyon; and the Mini is small, but it is also pricey for its weight class.

In the cabin
The Mini Cooper's cabin features very unique styling and is actually quite beautiful, but there's much to be desired from its ergonomics and cabin technology.

Starting with the obvious, the Mini's dashboard features a massive dinner-plate-size speedometer that sits at the top of the center stack, rather than in front of the driver where the tachometer lives. Controls and indicators are scattered all over the Mini's cabin with no real rhyme or reason to their placement. You select your audio source from the speedometer, but adjust the volume from low in the center stack. You activate cruise control on the steering wheel, the indicator lights up in the speedometer, and you set your speed with the tachometer! Seat adjustment controls are scattered on every side of the seat. Not a single passenger could locate the window or power lock controls on the first attempt. By the end of the week, we had everything figured out, but we get the impression that the Mini's interior is quirky for quirkiness' sake placing form over function.

Getting past the cabin's bizarre organization (or lack thereof), the standard technology behind the buttons is merely average. All Coopers come equipped with a single-disc CD player that feeds a standard six-speaker audio system that also supports AM/FM radio. Sound quality from this basic rig is passable, but we noticed a buzzy bass distortion at even moderate to low volumes.

A Harman Kardon-branded premium audio system is available for $750--money well spent, in our opinion. Sirius Satellite Radio and HD radio can also be added for $500 each. iPod/USB connectivity and Bluetooth hands-free calling (but not audio streaming) are bundled together and can be added to the party for $500. The Bluetooth hands-free system features a rudimentary voice control system that is a bit too picky about pronunciation for our taste and doesn't feature automatic importing of contacts from smartphones. Users can assign voice tags to the system manually, but the process is fairly time-consuming.

Mini offers a turn-by-turn GPS navigation system for $2,000, but ours was not so equipped. The DVD-based system features a color touch screen that replaces the central speedometer, real-time traffic data, and extended voice controls for navigation.

Under the hood
With 172-horsepower on tap from its 1.6-liter turbocharged and direct injected engine, it's no wonder that the Cooper S feels substantially different from its 118-horsepower non-S sibling. Unfortunately, in its default settings the Cooper S suffers from chronic turbo lag and an optional five-speed automatic transmission ($1,250) that just couldn't seem to find the right gear.

Flooring the go-pedal from a stop resulted in slow acceleration for the first few moments. We'd find ourselves wondering where all of the power went, then BOOM. Suddenly, the turbocharger would spring to life flooding the engine with power and nearly wrenching the steering wheel from our hands with torque steer. The Jekyll and Hyde nature of the Mini's engine combined with the transmission's incessant hunting for the right gear made driving the Cooper S quite the jerky affair.

And then we found the Sport button. Pressing this button altered the Cooper S' throttle response, smoothing out the torque curve and making the little hatchback rev more eagerly, and tightening up the power steering. Turbo lag and torque steer were still present, but to a much lesser degree. The transmission's program is also modified by Sport mode, holding on to each gear nearly all the way to the redline and downshifting to keep the engine at a boil (and the turbo spinning) when slowing for a corner. The shifts themselves were more firm in Sport mode, but they were also more predictable than the Normal mode's.

Further differentiating the Cooper S is its sport-tuned suspension, larger wheel package with more aggressive tires, and bigger brakes. All Coopers, S or not, feature an alphabet soup of stability control systems including a stability control system with three modes: normal, DTC dynamic, and off.

The result is that the Cooper S is one of the most tossable sport compacts that we've tested. Throw the little hatchback's steering wheel back and forth and it'll quite simply go where you point it. Steering is involved and communicative, but not twitchy. Toss in a little trail braking while rounding a bend and the S will corner like a "Tron" light cycle, rotating eagerly and controllably within its short wheelbase. However, get on the power too soon and the Cooper will respond with understeer like a good FWD car.

Interestingly, Mini offers a sport suspension package and a limited slip differential for $500 each, which should further enhance the Cooper S' darty handling.

At 9/10ths, the Mini somehow manages to feel planted and dynamic at the same time, but what's really odd is that the Cooper S feels like a much better car when driven like a maniac. It's much easier to forgive the hard shifts and a rough ride when you're zipping around mountain pass with a huge grin on your face, but those same traits make the Cooper S tiring during trips to the grocers.

In S trim with the automatic transmission, the Cooper's EPA estimated fuel economy is 24 mpg city and 32 mpg highway. After a week spent nearly entirely in Sport mode, being flogged around every bend and away from every stoplight, our fuel economy settled around 26 to 27 mpg. Mayfair 50th anniversary edition
Our 2010 Mini Cooper S is equipped with the Mayfair package, one of two special editions celebrating the 50th anniversary of the Mini nameplate. The Mayfair package adds special Hot Chocolate Metallic paint, a Toffee-colored interior with brown pinstriped trim on the dashboard and wing mirrors, chrome interior and exterior trim, and Mayfair and Mini 50th badges and livery. The package also adds driving lamps, fog lights, and xenon headlights to brighten your path in any driving condition.

Seventeen-inch alloy wheels and the dynamic traction control (DTC) system are the only performance upgrades for this package.

Also available is a more tech-focused Camden package, which rolls in the Bluetooth and iPod adapter, Satellite Radio, Harman Kardon premium audio, 17-inch wheels, and DTC system. The Camden also includes its own exclusive interior and exterior color combos, xenon headlamps (but no driving lamps), and Camden/Mini 50th badges.

The Camden edition also includes an odd exclusive feature called Mission Control, which is an audible feedback system that replaces the Mini's various beeps and chimes with spoken alerts from three characters: Coach, Engine, and Safety. For example, if you forget to put on your seatbelt, Safety will say, "Hey, don't forget to buckle up." If you carry a lot of speed around a bend, Engine may shout, "Whoopee!" or something to that effect. We've seen the system in action and quite frankly it seems rather annoying. Fortunately, Mission Control is defeatable.

Mini prices the Mayfair and Camden packages at $4,500, but that price doesn't include the $500 charge for the special metallic paint that is part of each package, bringing the total for either edition to $5,000. In sum
Our experiences with the diminutive Mini Cooper S varied wildly over our testing period.

One moment we'd be experiencing sheer joy as we rocketed through turn after turn of a winding mountain road, and in the next moment we'd be raging against Mini's interior designers over the oddball placement of the cabin controls. We'd praise the Cooper S' power and tossability in one setting, and criticize its harsh suspension and laggy turbo in another. We loved the Cooper's small footprint and easy parkability, but its $30,000 price tag ($25,000 without the special Mayfair package) about the same similarly sized VW GTI, which offers more interior volume and better cabin technology than the Mini.

This is the nature of the Mini Cooper S. It's not a vehicle that is all things to all people. You either love the Cooper S or hate it, often in the same breath, but there's nothing boring about it.

The 2010 Mini Cooper S starts at $23,000 (including a $700 destination charge), but that price rapidly inflates with the myriad options Mini offers. Tack on $5,000 for our tester's Mayfair package, $1,250 for the automatic transmission, and $500 each for keyless entry and Bluetooth/USB, and you'll come to our as-tested price of $30,250. That's a pretty penny for a car that's smaller than the Honda Fit.

Given the run of Mini's options list, we'd skip the $4,500 special edition packaging, as it's mostly just appearance upgrades, and add on the $1,250 sport package and the $2,000 navigation system, nabbing the performance and the tech we like for between $28,250 and $29,500--depending on whether you want to shift your own gears.

The good: The 2010 Nissan Xterra's 4x4 system and beefy 4-liter V-6 make it a pretty good off-roader. 4WD LO setting is great for low-speed rock crawling and icy conditions. Cavernous rear storage and standard roof rack give users plenty of space to stow things.

The bad: The CD player doesn't support MP3-encoded discs. There's no USB/iPod integration, GPS navigation, Satellite Radio, or auxiliary input offered at this trim level. Five-speed automatic transmission is hesitant to downshift when needed.

The bottom line: The Nissan Xterra may have what it takes to haul your gear off of the beaten path, but the S trim level is nearly devoid of cabin comforts and tech.

The Nissan Xterra hasn't changed much since its last major revision way back in 2005, but the cabin tech in our S trim model hasn't been upgraded since this active lifestyle SUV debuted way back in 2000. With a beefy engine and switchable 4x4 system, the Xterra is a decent enough soft-roader. But users who want any semblance of cabin technology or true off-road capabilities want to check out the SE and Off-Road trim levels.

In the cabin
One could describe the Xterra S' interior as "utilitarian," but we'd prefer to call it "dated." The cabin technology package available at this trim level is out of the '90s. Your only option is a single-disc CD-player with AM/FM radio. There's no Bluetooth connectivity available for hands-free calling or audio streaming. There's also no USB port or iPod integration tech available at this trim level. The CD player doesn't support MP3-encoded CDs. There isn't even an auxiliary input.

Audio from the standard six-speaker stereo is pretty good, all things considered. Bass is clear with a hint of distortion at higher volumes, but not so much so that the music was unlistenable. Mids were adequate and treble was unmuddied thanks to a pair of dash-mounted tweeters. This is a system tuned to sound good with Top-40 rock and rap, where the bass really drives the music.

The interior has a few neat functional features, such as handles placed on the A-pillar to ease entrance and egress, but other interior bits seem poorly designed. For example, the twin glove compartments look big with their huge doors shut, but open them and you'll only find a shoebox's worth of combined storage volume.

Under the hood
Only one engine is offered with the Nissan Xterra, a 4-liter V-6 engine that outputs 261 horsepower and 281 pound-feet of torque. This puts it on par with the likes of the 2010 Toyota 4Runner in displacement and power. However, the large displacement V-6 doesn't feel beefy, hiding most of its power when cruising around town. This is mostly the fault of the single-option five-speed automatic transmission's hesitance to downshift on demand, a trait that probably helps the Xterra reach its EPA estimated 15-city/20-highway mpg rating, but doesn't do any favors for the acceleration. Nudging the accelerator for a highway merge resulted in no noticeable acceleration. When we really put our foot down, the Nissan would bog down for a beat while the transmission slogged through a shift, then the engine would roar to life and off we'd go. Once awakened, there's a good deal more pep in the Xterra's step.

Our Xterra was a 4x4 model, which means that it is able to switch between 4WD and 2WD at the touch of a dial. Selecting 2WD sends power out of the rear wheels only and is the best mode for optimal fuel economy on dry public roads. The 4WD splits the power delivery between the front and rear wheels for the best grip when going off-road. We noticed that our Xterra's turning radius was moderately increased in 4WD mode. A third mode, 4WD Lo, is a low-geared, high-traction crawling mode that is best used for rock crawling and creeping out of low-traction situations, such as ice or snow. 4WD Lo can only be engaged when the vehicle is in neutral with the brake depressed; it limits the vehicle's overall speed.

Bottom Line:
Thanks to a new 6-speed transmission, the 2010 Acura MDX is a pleasant drive, and the available techno-luxury goodies make the SUV a bargain, especially when compared with its German competition.

Pros:
Extensive available tech
Cool 3-angle rearview camera
6-speed automatic transmission takes all the uncertainty out of the drivetrain

Cons:
Too many buttons on the dash
Family nose is unattractive
We miss the previous wood trim

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Acura has taken the knife to its 7-passenger SUV, giving a mid-cycle face-lift to an already successful platform. While a new hood, side skirts and familial front fascia help the MDX to stand out from the mall-bound luxury ute crowd, the real news is under the hood. A new 6-speed automatic gearbox replaces the previous, slightly befuddled 5-speed unit and gives Acura's people-hauler some much needed confidence in gear selection.

Model Lineup
The 5-door 2010 Acura MDX offers buyers three rows of seating in a 7-passenger configuration, although the third row is best left to individuals no bigger than the average middle-schooler. In base trim, the SUV is powered by a 3.7-liter V6 engine and makes use of the company's Super-Handling All-Wheel Drive, or SH-AWD. You also get a fair share of tech toys, such as heated 10-way adjustable front seats, tri-zone automatic climate control, Bluetooth hands-free phone connectivity and a solid premium sound system.

Acura offers two other trim packages for the MDX, starting with the Technology Package. Features such as Milano leather seats, a navigation system, an excellent ELS Surround 10-speaker stereo and a multiview rearview camera all come along for the ride, as does a solar-sensing automatic climate-control system. If having more onboard tech than the space shuttle isn't enough electro-wizardry for you, Acura offers an Advance Package as well. On top of the Technology Package, you can expect radar-based adaptive cruise control, blind-spot sensors, vented front seats and auto-leveling headlights. The Advance Package also boasts larger 19-inch, 7-spoke wheels.

Under the Hood
Acura's 3.7-liter V6 engine stays on for 2010, complete with 300 horsepower and 270 lb-ft of torque. The VTEC variable valve timing helps the 6-cylinder broaden its power band and makes the most of your pennies in the tank. Acura opted for a traditional fuel-injection system in the MDX, instead of a more advanced direct-injection setup, but that doesn't stop the SUV from returning respectable fuel economy of 16 mpg city/21 mpg highway.

Those numbers are partly thanks to the aforementioned 6-speed automatic transmission. The gearbox is a serious improvement over the 5-speed unit found in the last generation MDX. Where the old transmission seemed to hunt and pick for the appropriate gear, the new 6-speed is decisive and precise. Shifts are quick and smooth, and that extra cog allows the engine to breathe easier at highway speeds — offering up 1 mpg more than the 2009 model in both city and highway driving.

Just as before, the MDX comes with Acura's SH-AWD full-time all-wheel-drive system. The company says the system was honed on the brutal tarmac of the famed Nurburgring in Germany, and carries a slew of tech advancements to help the SUV corner quicker and make the most of the available horsepower. Those include the ability to shuffle power to the wheel with the most grip, and to spin the outside rear wheel 1.7 times faster than the ones on the inside of a curve to reduce understeer.

Inner Space
Acura has decked the MDX's dash and center stack in new burlwood that isn't quite as attractive as the trim in last year's model, and the plethora of buttons throughout the cabin still comes off as a little overwhelming. The seats are snappily dressed units, comfy enough for extended stays in the saddle — at least in the first and second rows. While technically a 7-passenger crossover, as in most 3-row utes the last row is best left for emergency use only.

Fortunately, those way-back seats fold completely flat, giving up a Rhode Island-size cargo area. The rest of the cabin is light and airy, with great visibility from the captain's seat. The new multiview rear camera makes reverse maneuvers a cinch, though it's not as seamless as the "overhead" version in Infiniti's FX series.

On the Road
When equipped with the Advance Package, the 2010 MDX comes with a new Active Damper System. Using magnetically charged damper fluid, the suspension can be adjusted from firm to soft, creating a variable driving feel in the process. The driver can switch between a borderline too-soft Comfort setting and a considerably sharper Sport mode at the push of a button. The latter makes the big crossover feel as if it's laced up a new set of track shoes and dropped 500 pounds — eliminating most of the body roll and wallow we came to expect from the last MDX. Even if you aren't into all of the technological wonders found in the Advance Package, the Active Damper System might make stepping up a trim level or two a worthwhile consideration.

On the road, the MDX is quiet and well-mannered. The new 6-speed transmission does its job with zero fanfare, putting the vehicle in the right gear without any hesitation. We love the change. Acura says its SUV is quicker than the V6 Porsche Cayman, with a zero-to-60 sprint of around seven seconds. Thanks to that extra gear, it also manages better fuel economy.

Not just a super car that carries on the name of racing driver Pierre Veyron, who, while racing for the original Bugatti car manufacturer, won the 24 hours of Le Mans in 1939, Bugatti Veyron 16.4 is the second fastest car in the world and the most powerful, it can easily pass as a super hero`s car like Batman. It has the fastest acceleration speed, reaching 60 mph in 2.6 seconds.
Endowed with W16 engine-16 cylinders in 4 banks of 4 cylinders fed by four turbochargers, a dual-clutch DSG computer-controlled manual transmission, the Veyron has a length is 4462 mm (175.8 in) a wide of 1998 mm (78.7 in) and hight of 1206 mm (47.5 in). Counting a sum of 10 radiators, for the engine cooling system, for transmission oil, a heat exchanger for the air to liquid intercoolers, for engine oil etc., the car has a power to weight ratio of 529 bhp/tonne.

If we talk about performance we are dazzled by this supercars power to reach 200 and 300 km/h (124 and 186 mph) in 7.3 and respectively 16.7 seconds, wining for herself the name of the quickest-accelerating production car in history. If we count the fact that the top speed of Bugatti Veyron is 253.2 miles per hour (407.5 km/h), a speed limited electronically to prevent tire damage (it can run even faster) we can understand why this spectacular car must consume 40.4 L/100 km (4.82 mpg) when it`s running at top speed and in city driving 24.1 L/100 km.

A model drove by superstars like Tom Cruise, couldn`t name itself cheap, rising the Bugatti Veyron at least of $1,700,000, a price that measures it`s quality. Many new designs has been released since 2006, the color might have changed, but the speed and power remain the same.

McLaren F1 is the most powerful supercar produced by McLaren between the years 1994-1998, from the 100 cars: 65 are street versions, 5 are LMs (which was build to honor victory at Le Mans in 1995) and 3 are Gts (the road versions of the 1997 F1 GTR racing car) and 28 F1 GTR made for the roads.
The Chief Engineer Gordon Murroy`s concept refers to the use of expensive materials like: carbon, titanium, gold and for the first time, the use of carbon fiber monocoque chassis.

Power? Here is a good question, the car has the power output at 627 horsepower or has an imperial HP. The super car is powered by an 6 L V12 engine built by BMW, 627 HP at 7400 rmp, same as road car version.

The car has a top speed of 386 km/h or 240 mph (very good speed for 1994) and can reach a speed of 100 km/h in 3.2 seconds, 200 km/h in 6.7 seconds and 300 km/h in 30 seconds. The McLaren F1 was the fastest car in the world until Bugatti Veyron was introduced.

When it was first introduced, it was priced at $970,000. This type of car is not produced anymore and it is very rare to find one of these on the market.

Specifications
Vehicle Type: - production car, two doors coupe
Price: - $970,000
Configuration: - Mid Engine / RWD
Engine: - V12
Capacity: - 6064 cc
Torque: - 479 lb-ft at 4000 rmp
Horsepower: - 627 bhp at 7400 rpm
Transmission: - 6-speed manual
Wheelbase: - 107
Length: - 168.9 inches
Width: - 71.7 inches
Height: - 44.9 inches
Weight: - 2513 lbs
0-60 mph: - 3.2 sec
Top speed: - 240 mph

The 2009 Alfa Romeo 159 is a four door high performance luxury car.
The Alfa Romeo 159 was first displayed at the Geneva Motor Show, it features muscular looks, powerful engine, stylish body structure and exteriors.
The Alfa Romeo 159 features a powerful 1.75 L Incline-4 turbocharged petrol engine with direct fuel injection and controlling system that carefully controls the engine at all conditions.

The capacity of the engine is 1750 cc and it delivers an output power of 200 bhp at 5500 rpm and 236 lb-ft torque. It reaches the speed of 62 mph in 7.7 seconds and the top speed is about 146 mph. The Alfa Romeo 159 features specially designed six speed manual gearbox and the gear shifts can be done easily at higher speeds and stress.
The exteriors feature the stylish body structure, headlights, taillights and mirrors. The interiors feature the sporty steering wheel, instrument panels and leather seats.

Specifications
Vehicle Type: - 4-door luxury car
Engine: - 1.75 L Incline-4
Capacity: - 1750 cc
Power: - 200 bhp at 5500
Torque: - 236 lb-ft
0-62 mph: - 7.7 sec
Top speed: - 146 mph

The 2009 Alfa Romeo Spider is another good and high performing automobile brought into the commercial market by the well renowned car authority Alfa Romeo. It features a very innovative and top of the line V6 engine with a 3.6 liter capability. It also has a natural aspiration couple with a 260 hp or horsepower of capability together with an 81.3 hp per liter feature. Since the Spider is one of the best sellers of the Alfa Romeo brand, it has been in line with the Alfa Romeo tradition that it be innovated and further developed into newer models.

This 2009 Alfa Romeo Spider also contains the aspirations of Italian elegance as well as the luxury and comfort that only the Alfa Romeo brand can offer amongst the numerous automobile providers available in the commercial market. With a simple yet elegant interior and a luscious exterior together with the dazzling designs and the comfortable convertible roof, there is truly no other sports car that can match the Spider that the car authority Alfa Romeo has brought into the market as of the year 2009. With the comfortable seats, the error proof seat belts and airbags coupled with the best in power steering and power braking, this Spider truly is one of the best sports cars available for every car fanatic and patron.

When a vehicle carries the BMW logo, there’s no doubt about it, it’ll surely manifest not only luxury but high-performance as well. The 2010 BMW 5 Series Sedan is definitely to watch out for. The compartment lid is elongated and sleek and the overall look is properly proportioned.

The BMW 550i, 523i, 525i, 528i, 520d, 525d and 530d model possess the Adaptive Drive including the Dynamic Drive stability control as well as the Dynamic Damper Control. All the aforementioned models also possess the up-to-the-minute driver assistance technology. This includes a Parking Assistant, Speed Limit device, Surround view, a Lane Departure Warning, Head-up display, a back-up camera, a BMW Night Vision which can detect individual persons and an Active Cruise Control.

The 2010 BMW 5 Series Sedan is truly a remarkable addition to the long line of high-end, high-quality and superb in performance BMW cars. This amazing investment piece is undeniably worth the amount the you’ll be spending.

The 2010 Mercedes-Benz SLS Panamericana Body Package is the end-result of Gullwing-America’s vision of creating a retro- looking Benz which is similar to Gullwing 300SL. Bringing to life the 300SL’s outer design like the ribs located on the fenders and the hood plus the sleek grille, this newest addition to Mercedes-Benz long line of top of the range luxury cars certainly has a lot to offer.

The term “Panamericana” refers to the conversion kit that is comprised of seven body parts which are all made from carbon fiber and Hybrid Aluminum. There’s a series of chrome detailing, a dual Xenon headlights, a set of GWA 19” and 20” wheels, a high-quality muffler, dual side vents and a lot more.

The promising 2010 Mercedes-Benz SLS Panamericana Body Package has a magnificent interior detailing to boast of as well. Arturo Alonso, GWA’s chief engineer used the “classic” red as interior color and the old-time favorite white and red stripes on the fender. Ride in style with the Panamericana.

Karl Geiger has many things to be proud of with his latest creation, the 2010 GeigerCars Ford GT Geiger HP790. This sports car has 5.4 liter V8 engine that can run up to 780 horsepower. It possesses a larger throttle valve to enable higher supply of fresh air to come in.

The stunning vivid green outer color is matched with the elegant matte black alloy wheels. Just the mere thought of the contrasting colors makes the 2010 GeigerCars Ford GT Geiger HP790 more appealing. This magnificent creation can shoot up to 100km per hour speed in just a measly 3.6 seconds and can shoot up to 300 kph in 22.8 seconds. The V8 engine can reach 6320 rpm and its torque can reach up to 863 Newton meters in as little as 4600 revolutions. Banking on such speed, it is safe to say that this machine is definitely not suitable for rookies and meek sport car drivers.

The teasing is done — Citroën just revealed their new concept car, unofficially called the "Citroen GT" and officially called "GTbyCITROËN," here at the Paris Auto Show and it's hot - it's also supposedly the first car "specifically designed to bring the virtual and real worlds together." What's that mean? Well, apparently visitors to the show can actually drive the car in a true to life simulator on the Citroën stand. But that's not the cool part. The cool part is that it's a joint venture between Citroën and Polyphony, the makers of Gran Turismo. And it sure looks it. Hit the jump for the press release.

TAKING SPORTSCAR DESIGN INTO A NEW DIMENSION

The amazing GTbyCITROËN is the first ever car to be specifically designed to bring the virtual and real worlds together. The car makes its global premiere at the Paris Motor Show where visitors can actually drive the car in a true to life simulator on the Citroën stand.

GTbyCITROËN, a joint venture between Citroën and the makers of Gran Turismo, was created for the eagerly anticipated 5th game in the multi-million selling Playstation series.

At almost five metres long, GTbyCITROËN packs the latest hi-tech racing equipment into an exaggerated sporty frame. Planted on 21-inch, diamond-effect, aluminium wheels, the car’s gullwing doors, over-sized rear end with mobile spoiler, gaping air intakes and flat underside exude the qualities of an accomplished racer.
With chrome chevrons on the smooth, aerodynamic, front end asserting the car’s Citroën identity, the GTbyCITROËN is bursting with styling cues typical of the Company’s creative flair. The sharp lines and sculpted body are emphasised by the white-to-grey flared paint work which gives the car a forceful look and an impression of speed - even when it’s standing still.
The sleekly muscled racer sports a large wraparound windscreen adding to the impact of the car’s size and dynamic appearance. Penetrating blue LED headlamps and slim-line carbon fibre rear view mirrors - which appear to be suspended in mid-air - add to GTbyCITROËN’s futuristic racing style.

Premium materials used throughout GTbyCITROËN’s hi-tech interior reflect the car’s distinguished and refined personality. In contrast to its light body work, the cabin features a darker, more brooding colour scheme with two padded racing seats finished in black leather and fitted with four point harnesses. The dark leather, along with copper and steel touches inside the cabin and a low-slung driving position, create an opulent and powerful racing environment. Important on-board data is displayed via a red LED head-up display, allowing drivers to maintain focus on the track.
In the game, the GTbyCITROËN showcases Citroën’s dedication to the environment with an electric drive train powered by a fuel cell, totally eliminating pollutant emissions.

Kazanori Yamauchi, President of Polyphony Digital Inc and creator of Gran Turismo, commented, “GTbyCITROËN shows how the worlds of virtual and real-life motoring can join together to create a truly innovative partnership. To see the GTbyCITROËN take shape in our game studios and then for real has been a truly unique experience - as our work normally stays in the digital world.”

SSC Ultimate Aero

Vehicle Specifications
Vehicle Type: -Production car, two doors coupe
Configuration: - Mid Engine/ RWD
Price: $654,000
Engine: - Twin-Turbo V8
Displacement: - 7000 cc
Horsepower: - 1287 bhp @ ---rpm
Max RPM: - 7200 rpm
Transmission: - 6-speed Manual
Width: - 82.7 in
Length: - 176.2 in
Height: - 43.0 in
Wheelbase: - 105.2 in
0-60 mph: 2.7 secs
Top speed: - 270mph

The SSC Ultimate Aero is a powerful engine sports car manufactured by Shelby SuperCars. The precious SSC Ultimate Aero TT is the world’s fastest production car, which travels at a top speed of 257 mph.

The new version known as 2009 SSC Ultimate Aero has been modified where some changes have been added to the exteriors, interiors, and the increase of horsepower about 15%. The most important change is the single piece aluminum block engine that improves the oiling capabilities and structure of the engine, so that the SSC Ultimate Aero produces an output of about 1287 horsepower.

At the cost of $654,000 and with a newly designed engine, the Ultimate Aero can reach a maximum speed of 270 mph, which is a world record speed. It can reach from 0 to 60 mph in 2.7 secs. The front face of the car has been redesigned with improved aerodynamics and carbon fiber which draws 20% additional air to the radiators for better cooling.

The AeroBrakeTM system has been introduced in this car which is a rear spoiler system that can be controlled by a switch. The spoiler speed can be set depending on the pressure applied on the brake pedal.The interiors are mostly designed of carbon fibers that bound the doors, steering column, speedometer and tachometer.