2010 Porsche Panamera Sedan

 What's New for 2010

The 2010 Porsche Panamera is an all-new performance luxury sedan.

Introduction

It's not every year we get an all-new Porsche model, let alone a four-door that literally breaks the mold for cars bearing that iconic red, black and gold crest. Porsche toyed with the idea of a four-door 911 for years, but the prospect of a more practical, everyday version of the world's most iconic sports car never materialized. The 2010 Porsche Panamera isn't a four-door 911 -- the engine's in the front, for one thing -- but the 911's spirit is alive and kicking in this remarkable luxury sedan that's just as happy carving up a winding back road as it is cruising down the interstate.
The Panamera is built on a new platform and has a wheelbase that's a bit longer than traditional midsizers like the BMW 5 Series and Mercedes E-Class but shorter than those of larger sedans like the 7 Series and S-Class. At 76 inches wide, the Panamera's got more girth than all of them, but its 55.8-inch height makes it the Tom Cruise of the cast.
This is one undeniably sleek and sporty automobile. Yet that low stance doesn't mean passengers are treated to a claustrophobic cabin unfriendly to those blessed with height or grand coiffures. On the contrary, the front compartment is eminently accommodating, and the two-person backseat has head- and legroom to spare. Moreover, those rear bucket seats can be optioned with eight-way power adjustability, heating, cooling and, believe it or not, a refrigerated box.
If mentioning power backseats and a refrigerator in the second paragraph of a Porsche review seems silly, remember that these are the types of things that make the Panamera a legitimate contender in the premium luxury sedan segment. Happily, the Panamera has the traditional Porsche bases covered as well.
Under the hood, the Panamera employs a couple scintillating engines derived from the Cayenne collection, starting with a 400-horsepower 4.8-liter V8 in base models and upgrading to a 500-hp version in the Panamera Turbo. You might be concerned that four doors and a whole lot of girth (the Turbo weighs 4,300 pounds) dull the driving experience, but you can set aside those concerns, as the Panamera S, 4S and Turbo handle and steer fantastically and can keep pace with most sports cars. The fact that you can drive four people hundreds of miles in rapid, luxurious comfort is doubly impressive given this car's astonishing performance capabilities.
Of course, should you need an extra fifth seat, you'll obviously be better served by a BMW 750Li, Maserati Quattroporte or Mercedes-Benz S-Class. The 2010 Porsche Panamera can also get pretty pricey if you start liberally checking the myriad option boxes. But at the end of the day, Porsche's first legitimate sedan is an incredible machine that raises the bar for high-performance sport sedans. For 2010, we got an all-new Porsche -- alert the history books.

Body Styles, Trim Levels, and Options

The 2010 Porsche Panamera is a four-passenger, four-door hatchback sedan. It is available in S, 4S and Turbo trim levels, which correspond to drivetrain choice. The Panamera S comes standard with 18-inch wheels, adaptive suspension dampers, rear parking sensors, a sunroof, adaptive bi-xenon headlights, a power rear hatch, dual-zone automatic climate control, a tilt-telescoping steering column, eight-way power front seats, driver memory functions, heated front seats, leather upholstery, a 60/40-split rear seatback and rear bucket seats.
Also standard are a hard-drive-based navigation system and an 11-speaker CD audio system. The Panamera 4S differs only in that it has all-wheel drive. The Panamera Turbo adds a turbocharged V8, 19-inch wheels, adaptive air suspension with load-leveling and adjustable ride height, front parking sensors, keyless ignition/entry, 10-way power front seats and adjustable lumbar support, expanded driver memory functions, a power-adjustable steering column, heated rear seats, a full leather interior, an Alcantara headliner and a 14-speaker Bose surround-sound audio system.
In typical Porsche tradition, a very lengthy list of (expensive) options allows buyers to easily customize their cars. Other than its engine, all of the Turbo's extra features are available on the S and 4S.
Other options include ceramic composite brakes, variable-assist power steering, Porsche Dynamic Chassis Control (adaptive antiroll bars and a limited-slip rear differential), 20-inch wheels, a rear wiper, ventilated front and rear seats, eight-way power rear seats (switches seat folding to 40/20/40), adaptive sport front seats that include adjustable side bolsters, "ruffled" leather upholstery, a heated steering wheel, four-zone climate control, rear sunshades, rear ambient lighting, a rear-seat refrigerator, Bluetooth, a rearview camera, voice control, a rear-seat entertainment system, satellite radio, an iPod interface, a six-CD/DVD changer and a 16-speaker Burmester high-end surround-sound system.
The Sport Chrono Package Plus adds analog and digital stopwatches and adjustable engine and suspension settings. There are also countless ways to customize practically every interior surface with different shades of leather, wood, metal, carbon fiber and paint.

Powertrains and Performance

The Porsche Panamera S and 4S are powered by a front-mounted 4.8-liter V8 good for 400 hp and 369 pound-feet of torque. The S is rear-wheel drive, the 4S all-wheel drive. The Panamera Turbo is also AWD, but gets a twin-turbocharged version of the same V8 for a grand total of 500 hp and 516 lb-ft of torque. All Panameras come with the Porsche Doppelkupplungsgetriebe (PDK), a seven-speed dual-clutch automated gearbox whose name can also be said after a sneeze.
Porsche estimates that the S and 4S will accelerate from zero to 60 mph in less than 5 seconds, while the Turbo will do the sprint in 4 flat. Fuel economy estimates were not released as of this writing, but in an interesting nod to hybrid-powered cars, every Panamera comes standard with auto stop/start technology that shuts off the engine when you come to a stop to conserve fuel.

Safety

Every 2010 Porsche Panamera comes standard with antilock brakes (with brake assist), stability and traction control, front-seat and rear-seat side airbags, side curtain airbags and front knee airbags. Ceramic composite brakes and a rearview camera are optional.

Interior Design and Special Features

From the driver seat, the Panamera's interior evokes the 911's. Major controls are easy to reach, yet there's more space in virtually every dimension. While most competing luxury sport sedans these days have some sort of controller interface (BMW's iDrive, for instance) Porsche has resisted the trend. Consequently, the entire center console is covered with buttons, which may or may not be to one's liking.
In traditional Porsche form, the front seats are marvelously comfortable and supportive. In back, the heavily bolstered bucket seats are loaded with the same optional amenities you'll find in larger luxury sedans like the BMW 7 Series and Mercedes-Benz S-Class. Heated, cooled and electrically adjustable, they're roomy enough to accommodate adults more than 6 feet tall. The trunk is accessed via a power hatchback and measures an impressive 15.7 cubic feet (15.2 with the Turbo). Lower the folding rear seatbacks and that swells to 44.6 cubic feet.

Driving Impressions

The 2010 Porsche Panamera is a highly capable and engaging performance car. With its various adjustments set to maximum attack and in the hands of a capable driver, there are few cars capable of running with the Panamera on the right road. Even dedicated sports cars will struggle when a Panamera is turned up to 11 and driven to its potential. Yet thanks to the bevy of electronic chassis and suspension adjustments, the Panamera delivers ride comfort that'll keep your rear seat occupants snug, happy campers. There's no going wrong with either of the available V8 engines -- one is fast, the other supersonic. The PDK transmission snaps off shifts with remarkable speed, whether in automatic or manual mode.

2010 BMW HP2 Megamoto

BMW HP2 Megamoto best rider


BMW HP2 Megamoto touring bikes


BMW HP2 Megamoto wallpaper


BMW HP2 Megamoto pictures


BMW HP2 Megamoto

2010 Nissan GT-R Review:

Being an automotive journalist is like being a male porn star. We're little more than Piloti-shoed buffers between the reader and the objects of their lust, and really, no one cares about us. Still, you only get one chance to make an initial impression, so my first review here on Autoblog had to be big. As luck/fate would have it, I got a phone call a few weeks back that went a little something like this: "How'd you like to drive the first 2010 Nissan GT-R on the West Coast, before the buff books get it?" Needless to say, the answer was obvious. But what to do with the brand-new R35, one of the most heavily and relentlessly covered car-stories of the past year? This takes us right back to that porno metaphor: How do I give the people what they want?
We hatched a plan – take the uber-Nissan down to San Diego and pay a visit to Comic Con! A story about 400-pound guys in Batman suits drooling all over the new GT-R practically writes itself, so we contacted various video game companies to see if they would let us drive the GT-R right onto the convention center floor. Perfect! Our stunt would be like lowering a nude, greased-up Megan Fox into a frat house. What could possibly go wrong? Without getting into the epic fail of that last bit, it didn't happen. What you're left with then is yet another review of a Nissan GT-R where some "pounding at 11/10s" wannabe hamfists Godzilla through envy-inducing, tight, twisty Southern California canyons.
My task then would be to answer the following: There's endless talk about whether or not the Nissan GT-R has a soul. Yes, we all know it's supercar quick and hypercar capable. And yes, Japan's most recent foray into the segment can utterly dominate and humiliate most British, Italian and German machines – all costing two, three or five times as much – and give like-minded American all-stars a run for their ACR/ZR1 money. But is the GT-R anything more than a numb supercomputer, mindlessly parsing bits of data and then spitting out traction and velocity? Are its capabilities a credit to Nissan's mechanical engineers, or its electrical wonks? To put it another, more Comic-Conny way, is there a ghost in Nissan's machine?
First and foremost, we should cover what's new for 2010. The big news is bye-bye launch control. We found the GT-R's penchant for grenading transmissions humorous (from a distance), but alas, farewell. However... maybe it's still there? Maybe Nissan was only telling people launch control had been deleted? We found a very deserted stretch of road, put the transmission and suspension into R mode, turned the VDC all the way off, planted our left foot on the brake pedal and pushed the throttle with our right. Instead of the tach zinging up to 4,500 rpm, fuel cutoff happens right around 2,000 rpm. Launch control is deader than last Thanksgiving's turkey. That's not very soulful.
That said, the Transmission Control Module (TCM) has been reprogrammed. Not only can the six-speed dual-clutch gearbox shift faster (when in R), but the chances of a customer having to shell out $20,000 for a new cogswapper is greatly reduced. The 2010 GT-R also sports five more horsepower, bringing the total to 485, while torque output remains unchanged at 434 lb-ft. Rumors still persist that since each GT-R engine is hand-built, power levels vary and some engines churn out as much as 520 hp, if not more. Let's chalk this up to some engines running 100 octane and others dealing with California's crapola 91 high-test. Bottom line, the power feels freakishly adequate.
The suspension's been retuned and the Bilsteins are a new design, while the brakes (somehow) have been revamped and fitted with more rigid lines and fresh pads. Our Premium GT-R tester arrived with dark, "near-black" wheels and when coated in Super Silver (like this car) you get a polished front bumper (there's also a new hue called Pearl White). More power, faster shifts, better handling, stouter brakes, blacker wheels and a transmission that's much less likely to eat itself? That sounds fantastic. Soulful, even.

2010 NISSAN ARMADA REVIEW

The 2010 Nissan Armada relic a solidified full-size SUV incoming its ordinal assemblage of production, but newer rivals from Toyota and GM merit near looks as well. All 2010 Nissan Armadas are supercharged by a 5.6-liter V8 engine that produces 317 H.P. and 385 lb-ft of torque, and is matched to a 5-speed semiautomatic transmission.
2010 Nissan Armada Overview:
The 2010 Nissan Armada is a super SUV offered in SE, Titanium and Platinum cut levels with accepted eight-person way capacity. The humble take SE comes well-equipped with 18-inch wheels, side-step rails, lateral parking assist, dual-zone semiautomatic status control, lateral status controls, an eight-way noesis utility seat, a lean curb rotate and power-adjustable pedals.
2010 Nissan Armada Price:
Nissan has declared pricing and info on its 2010 Nissan Armanda full-size SUV that goes on understanding in the U.S. in mid-May. Prices for the 2010 Nissan models hit been ordered at $37,210 and $42,810 for the Armada 4×2 SE and 4×4 SE respectively, $42,140 and $44,940 for the Titanium Edition 4×2 and 4×4 respectively patch the Platinum Edition is priced at $49,390 and $52,190 for the 4×2 and 4×4 models respectively.

2010 Nissan Sentra

One of Nissan’s oldest trucks, the satellite has been substantially regarded by machine reviewers for years. But its rivalry is apace getting on with meliorate aptitude and comfort. And as small and more economical are decent the preferences of today, perhaps a container titled satellite strength be in requirement of a makeover. Regardless, the satellite is coercive and strong, and crapper appendage meet most whatever duty that’s asked of it. And isn’t that ground be acquire trucks, anyway?

Improvements from the 2009 Nissan Titan

For 2010, Nissan additional unchangeability control, lateral airbags and mantle airbags as accepted features for every cut levels. Other options and cut levels rest the aforementioned from 2009.

The satellite comes with two-wheel intend or four-wheel drive. The engine is a 5.6-liter V8 that gets 317 H.P. and 385 pound-feet of torque. It comes armored accepted with a five-speed semiautomatic transmission. It also has a tow-haul fashion for the sending that crapper be enabled for player onerous loads.

The four-wheel intend 2010 Nissan satellite gets 12 miles per congius in the municipality and 17 on the highway; the two-wheel intend gets meet slightly meliorate mileage.

The Nissan satellite is a beatific truck. Auto reviewers are hurried to feature this. But there are plentitude of options discover there in the big-truck marketplace. Whether you’re hunting at Ford or Chevy, Nissan has whatever competition. You strength be healthy to intend more options elsewhere or configure your pushcart in a assorted way, but if you’re hunting to only intend a pushcart and pull equipment the satellite strength be correct for you.

2010 Toyota Matrix

The 2010 Toyota Matrix  is esstially a tall hatchback  version of Corolla  thesedan; though it's shorter and a bit easier to park, it has an interior that's more easily reconfigured for larger cargo items. Sometimes called the Toyota Corolla Matrix, it comes with all the qualities that make the  Corolla sedan appealing, including an affordable price, good fuel economy, and a reasonably comfortable ride. For 2010, the Matrix jumps up with respect to safety, with electronic stability newly standard on the model line.

With its recent redesign, as an early 2009 model, the Matrix picked up a lower, sportier stance, yet retained similar proportions to the previous version. Overall, it flows a little more, thanks to a more contoured roofline and a number of sculpted details. The seating position is a little lower, and interior styling has been given more matte-metallic trim, though the overall effect is simple and unmistakably.

What's New for 2010

After a redesign last year, the 2010 Toyota Matrix is unchanged except for the notable addition of standard stability control.

Introduction

The Corolla-based 2010 Toyota Matrix hatchback reminds us that the folks at Toyota can still make a darned good small car when they put their minds to it. We've been underwhelmed by the latest Corolla, to put it mildly, but its Matrix cousin is a thoroughly competent effort. It's certainly no hot rod, but we're pretty sure most compact hatchback or wagon buyers care more about practicality than performance. And for them, the 2010 Matrix is one of the most compelling choices in this segment.
In many ways, the Matrix is like Corolla version 2.0. Its sheet metal is far more stylish, its 3 extra inches of height boost passenger space, and its convenient hatchback/wagon design means you can haul a lot of stuff. This cargo-carrying capacity is one of the Matrix's biggest draws -- with 61.5 cubic feet of space, this modestly sized Toyota can haul nearly as much as some compact SUVs. Yet its fuel economy with the base 1.8-liter engine is still quite good at 28 mpg combined. The Matrix costs a grand or two more than the Corolla, but its verve and versatility make it well worth the extra coin.
Unfortunately, the economical 1.8-liter engine is only available on the base model. If you want the additional feature content of the S or XRS model, a larger 2.4-liter engine is mandatory. The 2.4 engine adds some punch, but fuel economy drops to 24 mpg combined. All-wheel drive is optional on the S model, dropping fuel economy to 22 mpg. Notably, both the S AWD and XRS models feature a more advanced independent double-wishbone rear suspension in place of the standard torsion-beam setup, moderately improving the Matrix's handling behavior.
Of course, the Matrix is no Mazda 3 when the going gets twisty. But that hasn't kept myriad Matrix owners from driving home with smiles on their faces, and we expect this trend to continue. There's a reason Europeans love hatchbacks and wagons: They drive like cars and haul like SUVs. Americans now have many such models available to them, including the aforementioned Mazda 3 (all-new this year), the all-wheel-drive Subaru Impreza, the impressive Hyundai Elantra Touring, the premium-built Volkswagen Rabbit and even Toyota's own Scion xB. Each of these cars has its own particular set of merits, but for a compact hatchback offering practicality and style in equal measures, the 2010 Toyota Matrix stands tall.

Body Styles, Trim Levels, and Options

The 2010 Toyota Matrix is a compact hatchback available in three trim levels: base, S and XRS. All-wheel drive is optional on the midrange S. The base car features 16-inch steel wheels, power mirrors, air-conditioning, a CD stereo with an auxiliary audio jack, a tilt-and-telescoping steering wheel and a fold-flat front passenger seat. Cruise control, keyless entry and power windows and locks are optional on this version of the Matrix but standard on the S, which also adds a rear window wiper, underbody spoilers, an upgraded stereo and a 115-volt utility outlet. The all-wheel-drive version of the S loses the spoilers, but it gains foglights and an independent rear suspension. The top-of-the-line Matrix XRS tacks on 18-inch alloy wheels, a rear roof spoiler, sport-tuned suspension and steering, upgraded seat fabric and a leather-wrapped steering wheel.
A sunroof and an in-dash CD changer are optional across the board. Optional on the S and XRS only are a JBL sound system, satellite radio, a navigation system with real-time traffic, and an auto-dimming rearview mirror.

Powertrains and Performance

On the base front-wheel-drive Toyota Matrix, you'll find a 1.8-liter four-cylinder engine rated at 132 horsepower and 128 pound-feet of torque. A five-speed manual transmission is standard, and a four-speed automatic is optional. Matrix S and XRS models upgrade to a 2.4-liter engine that makes 158 hp and 162 lb-ft of torque, as well as an optional five-speed automatic alongside the standard five-speed manual. The AWD S comes only with the four-speed automatic.
Equipped with the 1.8-liter engine, the Matrix returns above-average fuel economy -- 26 mpg city/32 mpg highway and 28 mpg combined with the manual, according to the EPA, while the four-speed auto yields 25/31/28. City mileage takes a dive if you opt for the larger engine: Ratings are 21/28/24 mpg with the manual, 21/29/24 mpg with the automatic and 20/26/22 mpg with AWD.

Safety

The 2010 Toyota Matrix comes standard with stability control and antilock disc brakes, with the S and XRS boasting larger discs all around. Also standard are front-seat side airbags and full-length side curtain airbags. In government crash testing, the Matrix scored a perfect five stars for frontal and front-seat side impacts, dropping to four stars for rear-seat side impacts. The Insurance Institute for Highway Safety awarded the Matrix its highest rating of "Good" in both frontal-offset and side impact crash testing.

Interior Design and Special Features

Inside, the Matrix has a significantly edgier ambience than the Corolla. If you think this compact sedan's interior lacks flair, the Matrix is the antidote. A telescoping steering wheel and ample seat-track travel allow drivers of all sizes to get comfortable, and the controls are both intuitive and attractive. In back, the tall, deep bench is inviting for children and adults alike, and it folds completely flat in 60/40 sections. Fixed tie-down points and rubber inserts help keep cargo from sliding around. There are 19.8 cubic feet of luggage capacity behind the rear seats and an impressive 61.5 cubes with the seats folded flat (note that this figure also likely takes into account the folded front passenger seat).

Driving Impressions

The base Matrix accelerates sluggishly off the line with its 1.8-liter engine, but its admirable fuel economy will redeem it in the eyes of many shoppers. The 2.4-liter engine in the S and XRS is the opposite -- power is ample, but fuel economy is just OK. The ride is smooth and well-insulated. The 2010 Toyota Matrix may not be the sportiest economy hatchback, but its refinement is laudable.

 

VEHICLE INFORMATION

Year:

2010

Make:

Toyota

Model:

Matrix

Trim:

5dr Wgn Auto S FWD

Body Style:

Station Wagon

Engine:

Gas I4 2.4L/144

Trans:

Automat

2010 VolksWagen Cars Beetle Bio-Bug Powered by Sewage Waste

Mohammed Saddiq, general manager of GENeco, has another idea, which would take something that's normally thought of as waste, and turn it into a way to power a vehicle. The prototype  2010 VolksWagen Cars Beetle Bio-Bug is powered by methane gas which is produced from human waste at sewage works. Another environmentally friendly car has been shown to the world today by Wessex Water in England.

2010 VolksWagen Cars Beetle Bio-Bug Powered by Sewage Waste. The Bio-Bug is a project from Wessex Water, a sewage treatment company in England. Now there’s Bio-Bug, a VW Beetle that runs on the methane gas generated at a sewage treatment plant, reports The Telegraph. Wessex Water, near Bristol, England, says that human waste from the toilets of 70 homes can power the Bio-Bug for a year.

2010 VolksWagen Cars Beetle Bio-Bug Powered by Sewage Waste

GENeco believes that more gas will be produced at its Avonmouth site when the company embarks on its latest green venture to recycle food waste. Mr Saddiq said: “Waste flushed down the toilets in homes in the city provides power for the Bio-Bug, but it won’t be long before further energy is produced when food waste is recycled at our sewage works.

At first glance, the Beetle appears to be a publicity stunt for GENeco, which owns a number of waste treatment sites in the U.K. But consider this: A single sewage treatment plant in Bristol, England generates 18 million cubic meters of biogas each year. The Bio-Bug squeezes out 5.3 miles per cubic meter of biogas. So just one sewage treatment plant could keep cars running for 5,400,000 miles each year, according to the British Daily Mail.

The Volkswagen Beetle dubbed the “Bio-Bug” was built for GENeco by UK’s The Greenfuel Company. The Bio-Bug’s 2.0-liter four-cylinder engine was converted to run on biogas and still hit about 114 miles per hour. However, the Bio-Bug uses regular unleaded gas to start, then switches over to methane automatically once it’s running. GENeco, a company owned by Wessex Water, supplied the equipment to treat the gas. “If you were to drive the car you wouldn’t know it was powered by biogas, as it performs just like any conventional car,” said Mohammed Saddiq, general manager of GENeco, in the release.

Mr. Saddiq explained that GENeco had been supplying treated compressed methane gas to generate electricity for the plant site and exported to the National Grid. The fuel for the Bio-Bug was surplus gas “we had available” and “we wanted to put it to good use in a sustainable and efficient way.”

The Bio-Bug was built by the Greenfuel Company, which specializes in converting gas cars to run on liquified petroleum gas.

2010 VolksWagen Cars Beetle Bio-Bug Powered by Sewage Waste

“The choice of car was inspired by students who took part in a workshop. They thought it would be appropriate that the poo-powered car should be the classic VW Beetle Bug because bugs naturally breakdown waste at sewage works to start the treatment process which goes on to produce the energy.”

Brilliant! Now, that’s a great marketing hook.

2010 Jaguar Cars XJ75 Platinum Concept Car Luxury Sports Salon

The new 2010 Jaguar XJ Luxury Sports Saloon Platinum Concept Car celebrates Jaguar's 75th Anniversary, and highlights the uniqueness of the XJ. Jaguar design team has created the Jaguar Luxury Sports Saloon XJ75 Platinum Concept, a one-of-a-kind design project on display at the 2010 Pebble Beach Concours D’Elegance Concept Car Lawn.

2010 Jaguar Cars XJ75 Platinum Concept Car Luxury Sports Salon

The XJ75 Platinum Concept Car is the company's first demonstration of the design customisation potential of the striking new XJ luxury salon, emphasising the Jaguar's dramatic interior and exterior styling themes. "The XJ Luxury Sports Saloon is thoroughly modern, and captures the innovative and daring character that our founder Sir William Lyons built into every Jaguar. And the design team clearly had some fun making their first one-of-a-kind XJ design concept car in that spirit."

The XJ75 Luxury Sports Saloon Platinum Concept centre console houses a bespoke clock developed and designed in partnership with the Bremont Watch Company.

An independent British company, Bremont creates beautifully engineered and designed mechanical watches hand assembled in Switzerland.

2010 Jaguar Cars XJ75 Platinum Concept Car Luxury Sports Salon 

"From a pure design perspective, the XJ75 Luxury Sports Saloon Platinum Concept is foremost about emphasising the striking proportion and presence of the new XJ, with a distilled black and white theme, which conjures up the sense of precious platinum," said Jaguar XJ Chief Designer Giles Taylor. "At the same time, the pure sporting character of XJ is brought to the fore by keeping the car's clean graphic approach and further lowering its stance."

Dominated by striking white and black contrast precious metals platinum theme suggests, the Jaguar XJ75 Platinum Concept is a high-performance 470-hp supercharged engine 2011 Jaguar XJL with new ground-hugging front, rear and rocker panel is fitted.

Performance on the XJ75 Platinum Concept is derived from its 5.0-litre Supercharged direct-injection V8 with 470 horsepower and 424 lb.-ft of torque. Entertainment is provided by a 1,200-watt Bowers & Wilkins surround sound system with 20 speakers powered through 15 channels and state-of-the-art sound processing technology.

This XJ75 Platinum Concept Car was designed to both celebrate the marque’s past and acknowledge the increasingly personal nature of today’s luxury cars.

2010 Jaguar Sport Cars XKR GT2

GT racing legend Paul Gentilozzi is taking a break from a gruelling development programme to feature the XKR in the largest dedicated trade motorsport exhibition in Europe. The racecar will be on display at the Jaguar sport cars stand alongside a production model XKR, XFR, and the fastest Jaguar ever – the Bonneville XFR prototype, which Paul drove to 225.675 mph on the Bonneville Salt Flats in 2008.

Rocketsports Racing officially announced a GT2 program for the American Le Mans Series that will see the East Lansing, Michigan-based team reunite with the Jaguar sport cars brand by entering a Jaguar XKR for a partial season in 2009 with a full-season championship effort in 2010. Jaguar asked the Michigan-based RSR team to help create a race car to compete in GT2 racing in 2010. The Jaguar sport cars engineering and design teams, based in Coventry, have jointly developed the car from a standard road-going XKR with the RSR team. It is the first and only chance for the public to see the stunning new 2010 Jaguar Sport Cars XKR GT2 in the metal before it heads back to the US to compete in the entire 2010 American Le Mans Series (ALMS) in North America.

“It has been difficult to be out of competitive racing for nearly a year,” said RSR team owner Paul Gentilozzi. “We are most fortunate to be able to return to what we know, winning sportscar championships."

RSR will be entering the ALMS with Jaguar as a technical and marketing partner. Jaguar has provided vital engineering, information and support to assist the team in the homologation and construction process. Construction of the Jaguar XKR is near completion at the RSR facility. A parallel engine development process is also underway for the new AJ-133 direct injected 5-liter normally aspirated engine. The company’s plan is to begin testing and development in June and enter the ALMS series mid-summer. RSR will be building at least three XKR’s this year and will have cars available for customer use in 2010.

The Jaguar sport cars XKR GT2 racer competing at Le Mans is being run by JaguarRSR, and shares many of the basic components and technologies with the road-going XKR. Jointly developed by Jaguar's engineering and design groups and the RSR team, the racer features the road car's lightweight aluminium body structure and a tuned version of its 5.0-litre supercharged AJ133 V8 engine developing in excess of 500 horsepower.

2010 Jaguar Sport Cars XKR GT2 

After taking centre stage at the car show, the JaguarRSR XKR GT will visit 'home' by making stops at Jaguar headquarter sites in Whitley and Castle Bromwich in the UK. 'It will be incredibly exciting to take the JaguarRSR XKR GT back to the team at Jaguar who worked so hard to make this dream a reality,' added Gentilozzi. 'A picture may be worth a thousand words, but seeing this car in person is priceless.'

The competition car uses the standard Jaguar XKR lightweight aluminium monocoque together with additional steel reinforcements and safety structure developed by RSR. The 5.0-litre V-8 engine boasts 550 horsepower at 7000 rpm and a maximum speed of 180mph.

2010 Jaguar Sport Cars XKR GT2

The JaguarRSR XKR GT made its racing debut during the Petit Le Mans event at Road Atlanta in Braselton, Georgia, in September 2009. The car took its first green flag in the American Le Mans Series season finale at Mazda Raceway Laguna Seca in October and is set for a full-season championship effort in 2010. Jaguar has huge experience in the 24H Le Man races, so we expect them to perform well and bring good satisfaction of the million fans.

2010 Citroen Lacoste Concept Cars The Car of The Future

Two names, Citroën and Lacoste, have come together to be unveiled at the forthcoming Paris Motor Show, this new model is an emblem for a state-of-mind and a lifestyle. Clearly alluding to leisure and pleasure, it takes a simplified, no-nonsense approach to motoring - without forgetting refinement - and transports passengers to a lighter, fresher world.

2010 Citroen Lacoste Concept Cars The Car of The Future

At the crossroads of motoring, fashion and sport, the Citroën Lacoste concept cars is a “shared vision of boldness, creativity and optimism” between the French brands, according to the pre-Paris press release. At first glance, the Citroën Lacoste concept appears to be a very optimistic car indeed, as it doesn't have a roof to mitigate the inevitability of a bleak French winter. 2010 Citroen Lacoste Concept Cars The Car of The Future.

Pure, simple and laid-back, while remaining sophisticated, the Citroën Lacoste takes another step forward towards the car of the future - a vehicle aimed at putting an end to the "always more" mantra that often reigns in the automotive industry.

The new model also fuels Citroën's thinking of focusing on the essentials to create original cars that are affordable and economical, while losing none of their ambition or motoring passion, notably through premium styling.

Stylishly minimalist and elegantly laid-back, the Citroën Lacoste instantly attracts with its off-beat sports aesthetic. It features a high waistline; bulging and textured wings; minimum overhangs front and rear; and golf ball-style alloy wheels, placed in the furthest corners of the body. After a longer inspection, it is this car's "open" physique that appeals - promising a fulfilling drive, while expressing a wealth of inventiveness and elegance.

Powering the concept uses a small three-cylinder petrol engine with “plenty of performance on tap” according to the press release, as the compact (3.45 m long, 1.80 m wide, 1.52 m high and with a 2.30 m wheelbase) vehicle should be quite light, which, as per the brand, offers enough power to a vehicle of this size and weight

.

2010 Citroen Lacoste Concept Cars The Car of The Future

Among the other styling details there are golf ball-style alloy wheels, a square relief design resembling the sections of a tennis net on many parts of the car, integration of the lights into the bumper instead of the sheet metal and Lacoste covered stowage in its dashboard and under the two bench seats.

The concept cars will be showcased at the Paris Motor Show on 30th Sep, 2010.

2010 Chevrolet Cobalt

The compact Cobalt family competes in a tough segment, pitted against bestsellers like the Honda Civic and Toyota Corolla. Offered in three trim levels for 2010 (the four-door SS has been dropped), the Cobalt’s strengths are a solid structure, lots of features, and good mileage.

Highs

Sturdy architecture, all-day seat comfort, Bluetooth phone connectivity, radios with iPod-compatible USB ports.

Lows

Forgettable styling, so-so power, asthmatic exhaust note, four-speed automatic.

What's New

 Introduced for 2005; SS sedan dropped, trim tweaks.

Behind The Wheel

The Cobalt’s unibody is stiffer than many, yielding surprisingly good handling and a pleasant ride. Avoid the automatic option.

2010 Mercedes-Benz SL63 AMG

Slotting above the 'mere' SL 63 AMG, the SL 65 features a 6.0-liter V12 engine that pumps out an astounding 604 horsepower.Even more impressive is the 738 lb-ft. of torque, a combination that makes this two-door 'Benz the perfect answer for those in search of excess.
Because of all this torque and power, the SL 65 makes due with Mercedes' ultra-stout five-speed automatic transmission, rather than the six or seven-speed transmissions that seem de rigueur in high performance cars today. Still, Mercedes-Benz estimates that the SL 65 will hit 62 miles per hour in 4.2 seconds.
The SL 65 features the same new styling that dresses up the rest of the latest SL roadster lineup. Rounded dual headlamps are out, replaced by angular bi-Xenon lamps that Mercedes says are more efficient and powerful than LEDs. With a black background to the lamps and a simplified grill, the SL's face is substantially changed with the facelifted model.
The SL chassis uses a fully independent, double-control-arm front suspension and the standard Mercedes-Benz five-link rear suspension. All SL models come with second-generation Active Body Control (ABC), the Mercedes-Benz active-suspension technology that attempts to eliminate body roll in cornering, squat under acceleration and dive during braking.
Unique to the AMG variants is a highly aggressive bodykit that features front and rear diffusers and multiple vents to cool both the motor and the massive brakes. Standard wheels are 19-inch AMG staggered-width alloy wheels -- 8.5 and 9.5 inches wide -- fitted with 255/35R19 (front) and 285/30R19 (rear) tires. The wheels feature triple-spoke styling and a titanium grey finish.
The AMG treatment also includes a lowered and stiffened suspension and a limited-slip rear differential.
Finished in nappa leather and genuine carbon fiber, the interior features standard AMG sport seats, an AMG three-spoke steering wheel and a sport instrument cluster with red tach and speedometer needles that swing to the max position and back whenever the ignition is turned on.
The SL 65, like all SLs, features a folding metal roof. A glass panorama roof remains an option.

The following is a performance-capsule review of the 2010 Mercedes-Benz SL63 AMG. It is based on our analysis of 9 published reviews and test drives.
The 2010 Mercedes-Benz SL63 is powerful, exclusive and far too expensive for most people to ever consider.

The Bottom Line

The 2010 SL63 AMG is engineered for folks who demand cars that are bold, powerful, luxurious and crazy expensive. They’re not practical, but neither are people who shop in this class. If you’re in the market for a vehicle like this, count your lucky stars -- but also consider a Porsche 911 Turbo. It features 18 less horsepower than the SL63; but has a top speed of 194 mph, blasts from 0 to 60 mph in just 3.4 seconds (that’s more than one second faster than the Benz) and provides more thrilling handling dynamics. Starting at $132,800, the 911 Turbo is also $6,250 cheaper.
Like the SL63 AMG, but want something even more exclusive? Check out the SL65 AMG. It features a mind-blowing 604-horsepower V12 engine and costs about $60,000 more. Just don’t be surprised if driving it makes you enemies.

Performance Dynamics

Test drivers report that the 2010 SL63 AMG is an amazing performer -- with plenty of power, speed, agility and throttle noise to intimidate its high-performance super luxury competitors. 

Performance Dynamics

Test drivers report that the 2010 SL63 AMG is an amazing performer -- with plenty of power, speed, agility and throttle noise to intimidate its high-performance super luxury competitors.
The SL63 AMG is equipped with a 6.3-liter V8 engine that generates 518 horsepower at 6,800 rpm and 465 pound-feet of torque at 5,200 rpm. An AMG SPEEDSHIFT PLUS seven-speed automatic transmission is standard. According to Mercedes-Benz, the SL63 AMG has a top speed of 155 mph and can accelerate from 0 to 60 mph in just 4.5 seconds. The EPA has not yet rated the 2010 model, but reports that the highly-similar 2009 model nets a city/highway fuel economy of 12/19 mpg.
The rear-wheel-drive SL63 AMG features rack-and-pinion power steering and a sports suspension system with Active Body Control (ABC). Also standard is a high-performance AMG braking system with anti-lock brakes, Brake Assist, and an Electronic Stability Program (ESP) that enhances stability in adverse driving conditions by selectively applying brakes and reducing engine torque.

2010 Jaguar XK XK Convertible

The 2010 Jaguar XK Coupe and Convertible are powered by a new 385-horsepower 5.0-liter V8 direct-injection engine, while a new 510-horsepower supercharged version powers the high-performance XKR. Other changes include a new front bumper, new side mirrors with integrated LED side repeater, rear bumper spoiler, rear LED lights and color-coded side power vents.
Quite a bit, actually. The 2010 Jaguar XKR convertible got a redesign to bring its looks in line with the rest of the Jaguar lineup these days. The car is basically built like a Beyonce costume -- it keeps a tight leash on a lot of power with smooth curves and deliberate angles. Seriously, the view of the rear fender in the driver's side mirror looks like a fold in one of Thierry Mugler's space-age numbers for Sasha Fierce. Don't act like you don't know what I'm talking about.
It's also got a lot of power under the hood (given her dance routines, we'll assume the same is true of Ms. Knowles). The XKR has 510 hp, far more than the 385 hp in the XK Portfolio. It's also got 461 lb-ft of torque and a six-speed transmission, which adds up to a 0-60 time of 4.6 seconds. Let me tell you, that is believable number. The top speed is electronically limited to 155 mph, and in my week with the Jag, I never got the chance to test that limit.

Oregon in November: What's It Got?

It's got rain, that's what it got. The pictures I took for the image gallery had to be finished in a five-minute window of opportunity after a rainstorm and before a hailstorm. I had the Jaguar XKR convertible for a full week, and I didn't put the top down once. Not once. Jaguar says it'll go down and fold itself into the trunk in 18 seconds; I'll just have to take their word for it.
Oregon is also a tad chilly in November. While it's no Wisconsin, I was glad for the heated steering wheel and three-level seats. I like to think the heated steering wheel is a safety feature -- it really encourages the driver to keep her hands firmly wrapped around the wheel.
Besides being heated (and cooled, should you need it for top-down summer driving. Not that I'd know), the seats were covered in creamy perforated leather. Every piece of the seat, it seemed, was adjustable, including lumbar and bolsters. I love squeezing the bolsters in and taking on the twisties.

So How's It Drive?

Driving an XKR is like driving water. And I'm not just saying that because it was so dang wet while I had the convertible. If you've ever seen Abyss, the movie about the underwater oil rig and the aliens they encounter, then you'll understand when I say that driving a Jag these days is like driving the water-manipulating alien that first comes aboard the rig. Smooth, powerful, controlled.
The Jaguar XKR is not a race car -- there are far too many heavy motors controlling the seat adjusters for that. And it's not so luxurious that you might as well be driving a zeppelin. Jag has struck a balance with the R edition of the XK that seems just about right for a car in the low six figures. It even passed the bass test: with hip hop blasting from the optional Bowers and Wilkins sound system, the exterior mirrors stayed perfectly still. Often when I perform this very scientific test, the glass shakes as if I were throwing pebbles into a pond. Not so with the XKR.

2010 Chevrolet Corvette Grand Sport

The best sports cars are wickedly fast, have razor-sharp handling and pretty much guarantee you’ll be smiling after every drive. Yet when it comes to resale value, many of these dream machines can turn into a money-losing nightmare due to huge depreciation.

However, some sports cars manage to buck the trend and hold onto their value year after year. Cars like the  Chevrolet Corvette Grand Sport and Porsche 911 carrera have built enormous fan bases after many decades of production. Others, like theJaguar XK and Audi S5, woo buyers by managing to balance driving thrills with elegant exteriors and a modicum of practicality.

Of course, there are also sports cars that are simply the hottest must-have machines of the moment. The Tesla Nissan GT-R manages to defy physics with its incredible grip on the road. And the electric-powered
 Roadster allows its lucky owner all the pleasures of driving a nimble sports car in one guilt-free, zero-emissions package.
Going into the 2010 model year, the Corvette lineup is growing to four models with the revival of the Grand Sport nameplate that slots in between the base and Z06 models. This is the third iteration of the Grand Sport, the first being a run of just five race-ready cars built by original Vette chief engineer Zora Arkus Duntov. The second batch was a run of 1,000 cars built in 1996 to close out the C4 generation. This time around, the Grand Sport is a regular production model and General Motors promises to make as many examples as customers demand.

The first customer bound production examples should be arriving at dealers this week, and the Corvette crew invited Autoblog out to the Milford Proving Ground for a tasting session. Thankfully, when Corvettes and Milford mix, that usually means a visit to the Milford Road Course (MRC), better known as the "Lutz 'Ring." MRC was completed five years ago at the south end of the company's proving grounds and as you might imagine, it's a suitably wonderful place to evaluate Corvettes. We spent the better part of an hour thrashing the Grand Sport around the MRC and came away impressed with this middle child. Read all about it after the jump.
Two seconds—that’s the most important figure to know when you’re considering the credentials of the new, 2010 Corvette Grand Sport. Those two ticks represent how much quicker the latest track-fortified Vette is around the hairy 2.9-mile road course at GM’s Milford proving grounds than was last year’s model with the Z51 handling package. That’s a huge gain, one that bites off more than half the Z06’s time advantage over the base Vette, and should convince skeptics that this is more than just a scheme to charge an additional four grand for the Corvette’s latest track pack.
More of a Good Thing
Replacing the previous (and highly recommended) Z51 package—it added larger wheels and tires, a stiffer suspension, bigger brakes, and shorter gearing to the base Corvette coupe or convertible—the Grand Sport shares a name with limited-edition models from 1963 and 1996 but is a new model line and not a low-volume special. In fact, Chevy is predicting that nearly 50 percent of Corvette sales going forward will be Grand Sports, citing claims that its customers were clamoring for more Z06-ness but without that 505-hp beast’s coupe-only and manual-transmission-only limitations. That’s why, as with the Z51 package, the Grand Sport, which starts at $55,720, or $5840 more than a base Corvette, is offered as a convertible or targa-topped coupe and with a manual or automatic. An available Heritage package brings the iconic Grand Sport front-fender hashes as well as two-tone seats.
As for the mechanicals, the Grand Sport keeps the base car’s 430-hp LS3 V-8 (436 hp with the optional exhaust) and steel frame but gets lots of Z06 bits, including its much larger tires (275/35-18s in front and 325/30-19s in back), wider track, cross-drilled brake rotors (14.0-inch fronts and 13.4-inch rears), and visual add-ons (front air inlet, bulging fenders, and rear brake-cooling ducts) that go more than skin deep, as they reduce aerodynamic lift by half. And although drag is increased, there’s no penalty to fuel economy, which remains an impressive 16 city/26 highway mpg for the coupe, 15/25 for the convertible. The only thing the Corvette really needs now is a remedy for its cheap-looking interior plastics; the available beyond-fake-carbon-fiber-wannabe surround for the center stack is particularly egregious. The cabin needs a breakthrough on par with the ones seen in the second-gen Cadillac CTS or the 2010 Buick LaCrosse.

Ready for Launch

The best Grand Sport value is the manual-transmission coupe, which gets a differential cooler and the dry-sump oiling system that’s shared with the Z06 and ZR1 and nearly doubles capacity, to 10.5 quarts. An additional benefit is that the dual oil pump and longer crankshaft used in conjunction with the dry-sump setup mean that those particular LS3 engines are hand-built alongside the LS7 and LS9 from the Z06 and ZR1.
Another welcome addition on all 2010 manual-transmission Vettes (including Z06s and ZR1s) is launch control. Simply put the car into “competition mode” by clicking the stability/traction-control button twice, and it’s armed. Push in the clutch and mat the throttle, and the revs rise to roughly 4500 rpm—the precise engine speed depends on the ambient temperature, among other things. Dump the clutch and the system ascertains the available grip by the viciousness of the initial wheelspin and then precisely modulates the torque sent to the wheels by adjusting the fuel and spark delivery 100 times per second while keeping the throttle wide open. Although the excess wheelspin used to calibrate the launch means the system’s times aren’t quite as good as those possible by the best drivers, it’s within 0.1 or so second and is extremely consistent.

The Right Balance

Weight is up about 40 pounds to just over 3300, roughly 100 more pounds than the Z06, and straight-line performance isn’t predicted to improve over the Z51’s 4.0-second 0-to-60-mph time, but we plan on a skidpad figure of at least 1.00 g when we get our hands on a Grand Sport for instrumented testing. Unfortunately, the lack of lateral support from the same flimsy seats that we’ve long complained about is still a big issue. The shift effort in manual cars still tends toward manly, but the broad torque is addicting, as is the roar that turns into a ripping snarl when the flaps open on the optional exhaust. This is truly a car that can easily withstand serious track time as is, which is impressive considering that the base Corvette’s forgiving ride isn’t sacrificed. Whereas pushing a Z06 always seems dangerous, the Grand Sport feels far less suicidal; the burlier Vette’s larger tires and instantly responding, slop-free brakes seem to suit this new model perfectly. But don’t think we’ve gone soft; there’s still plenty of power to break the rear tires loose and ruin your day. Aside from the $109,130 ZR1, this is our new favorite Corvette on the track.
 

2010 Chevrolet Equinox Sport Utility Crossover

Meticulous craftsmanship and upscale styling combined with a flexible interior and class-leading highway fuel economy(5,6) sets Equinox apart from the rest. With 32 MPG highway and a highway driving range of up to 600 miles, Equinox beats Honda CR-V, Toyota RAV4 and even Ford Escape Hybrid. Inside, there's comfort for five and the most rear-seat legroom in its class, along with advanced safety and security features for added peace of mind.

2010 Chevrolet Equinox Sport Utility Crossover

Summary

Provided by NADAguides.com
A four-door, five-passenger mid-sized SUV, the 2010 Chevrolet Equinox is a step in the right direction for GM. Completely redesigned for 2010, the Equinox has a new interior which is improved over the previous generation. The Chevrolet Equinox is available in three trim levels, the LS, LT and LTZ. All three trims are available with FWD or AWD. The base engine is a 2.4L I4 producing 182 hp and achieving 22 mpg city and 32 mpg highway. The other engine, a 3.0L V6 producing 264 hp, is one of many 2010 Chevrolet Equinox options.

Benefits of Driving a 2010 Chevrolet Equinox Sport Utility Crossover

Starting at $23,185, the 2010 Chevy Equinox is one of the most affordable vehicles in its class, which includes competitors Honda CR-V and Toyota RAV4. The interior features a dual-cockpit design, ice-blue ambient lighting and other accents that turns up the class and appeal of the Equinox. Storage areas are everywhere in the cabin, such as an oversized glove box, a closed storage bin in the instrument panel above the center stack, and a closed storage bin under the center armrest large enough for a laptop computer. The rear seats again in 2010 feature MultiFlex, which allows the seats to move back and forth a total of eight inches for the best rear legroom in the segment.

What's new for 2010?

The 2010 Chevy Equinox features a unibody construction with clean sculpted lines and prominent wheel arches. New for 2010 is a standard 2.4L direct-injection 4-cylinder Ecotec engine, with 182 horsepower at 6700 rpm and 172 pounds-feet of torque at 4900 rpm. An optional 3.0L V6 engine with 264 horsepower and 214 pounds-feet of torque is available on all but the base LS model. Gone is the 3.4L V6 engine from 2009, yet the new 2.4L engine delivers mileage of 21 city / 30 highway.

Model Strengths

• Powerful compact crossover that seats five
• sharp-looking exterior with strong lines
• stylish interior with ambient lighting

Model Review

The Chevrolet Equinox has been completely redesigned for 2010. A new set of engines, completely new sheet metal and a much improved interior has made the new Equinox an exciting contender in the mid-size crossover segment.

2010 GMC Terrain Sport Utility Crossover

The Bottom Line

What does "GMC" mean to you? They've spent years hammering us with the words "Professional Grade," but what does that mean? Now GMC wants to stretch your mind a bit more with its smallest crossover yet, the 2010 GMC Terrain. With base prices from $24,995 to $31,745, the 2010 GMC Terrain arrives with a 3 year/36,000 mile basic warranty, a 5 year/100,000 mile powertrain warranty and EPA estimates from 17 mpg city/24 mpg highway (V6 AWD) to 22 city/32 highway (I4 FWD). Let’s drive.

2010 GMC Terrain Sport Utility Crossover

Summary

Provided by NADAguides.com
A brand new crossover, the GMC Terrain offers seating for five passengers and a best in class 32 mpg highway fuel economy rating. Available with FWD or AWD, the base engine on the Terrain is a 2.4L direct-injection inline four-cylinder producing 182 hp. A 264 hp 3.0L V6 is available and both engines are paired with a six-speed automatic transmission. Standard features include a rear-vision camera, OnStar, and XM Satellite radio.

Benefits of Driving a 2010 GMC Terrain Sport Utility Crossover

Starting at just under $24,000, the 2010 GMC Terrain is one of the most affordable vehicles in its class, which includes competitors Honda CR-V and Toyota RAV4. The interior features a dual-cockpit design, ice-blue ambient lighting and cool black and silver accents that give the Terrain a sense of class. Storage areas are everywhere in the cabin, such as an oversized glove box, a closed storage bin in the instrument panel above the center stack and a closed storage bin under the center armrest large enough for a laptop computer. The rear seats again in 2010 feature MultiFlex, which allows the seats to move back and forth a total of eight inches for the best rear legroom in the segment.

What's new for 2010?

The 2010 GMC Terrain features a unibody construction with clean sculpted lines and prominent wheel arches. It features a selection of two engines, two drivetrains, climate control, heated seats, an entertainment system ? all intended to make hauling people stylishly, efficiently and comfortably.

Model Strengths

• Powerful compact crossover that seats five
• sharp-looking exterior with strong lines
• stylish interior with ambient lighting

Model Review

The 2010 Terrain has the same platform as the Chevrolet Equinox. The base trim is the SLE, with the up-level SLT available. GM's new 2.4L 182-horsepower engine and front-wheel drive is the standard configuration, and all but the base trim can be fitted with an optional 172-horsepower 3.0L V6 engine. All trims feature 6-speed automatic transmission and variable valve timing. All-wheel drive is available on all trims.


Guide Review - 2010 GMC Terrain

The compact crossover field is where all the action is right now, with new models or makeovers from Chevrolet, Hyundai, Kia, Mazda and Subaru competing for sales with the venerable offerings from Honda, Toyota, Nissan and Ford. Enter GMC, with its first compact SUV, the 2010 Terrain.
Terrain shares its architecture with the all-new Chevrolet Equinox -- same engine and transmission choices, same basic dimensions, same interior layout. GMC is sensitive to charges of badge engineering, and prefers the term "platform-sharing."
On the exterior, Terrain and Equinox are quite different. Terrain draws on the current lineup of GMC trucks for inspiration, with pronounced wheel wells and a truckish front end look. I actually prefer Terrain's macho design to Equinox's softer gentler lines, but it really will come down to a matter of taste for most buyers. Inside, Terrain and Equinox are pretty much identical except for the badges. That's okay, because the interior is really nicely executed, and quite livable.
Terrain is the second SUV, after Equinox, to get GM's new direct-injection technology. The new fuel handling system results in improved efficiency and better power over conventional fuel injection or carburetion systems of the past. Matched with a six-speed automatic transmission, both the four-cylinder and V6 Terrains offer decent bang for the buck.
There's plenty of competition in the compact crossover world, and after spending a week in the Terrain, I think GMC has a dog in the hunt. It's going to take a lot to dethrone the Honda CR-V, and Terrain isn't quite at that level of refinement -- yet. It will be interesting to see how the new GM offerings influence the next generation of SUV.

2010 Audi S4

We'll just come right out and say it: Audi lost the plot with the last generation S4. Unlike the twin-turbocharged V6-equipped B5, its B6 and B7 brethren did little to stoke the flames in our collective hearts. The "S" simply stood for, "I paid more for a bigger engine and some additional trim." Needless to say, that sort of behavior doesn't cut it when you're battling it out with one of the most competent sports sedan of the last decade: the BMW 335i.

So with the all-new A4 (B8) comes the 2010 Audi S4 – the most credible contender to BMW's hugely competent middle child. This time, Audi brings back the boost. And it's about damn time...
Sure, we miss the glorious 4.2-liter V-8 of the last S4—not to mention the delicious noises that went with it—but I have to say that this latest S-model is better in (nearly) every way. All of the tweaks to the A4 platform show through and have been capitalized upon to make the S4 feel more solid, connected, and nimble. I’m particularly impressed by steering that has a directness that’s missing in most other Audis. Compared to the S5 coupe—which will cling to the V-8 powertrain at least through the 2010 model year—the S4 is better balanced. Power is plentiful from the supercharged 3.0-liter, no complaints there, but the engine is lacking in the sound department.
This praise is all being heaped on a pretty base S4 sedan: six-speed manual, no torque-vectoring rear end, no silly radar-detector-confusing blind-spot monitor, no Audi Drive Select (which, by the way, I think is gimmicky, since the S4 is set up right from the start).
There’s also an S5 Cabriolet in the 10Best lot, but I haven’t jumped in it yet—I was waiting for the rainy weather to clear to drop the top. I’m told that car is outfitted with Audi’s dual-clutch transmission as well as the torque vectoring rear diff. Here’s hoping the ragtop sounds better.

Impreza WRX 2011

 

 2011 Impreza WRX

Sporty yet practical, the 2010 Subaru Impreza WRX, Impreza WRX Premium, and Impreza WRX STI offer everything an adrenaline junkie needs: turbocharged power, tenacious handling and aggressive agility. Strap in tight and enjoy the ride.
There was a time when the only all-wheel drive vehicles on the road were those quirky little machines from Japan. But according to the Detroit Free Press, as many as 30 percent of all new vehicles sold in 2015 will be equipped with the traction-adding drivetrain. In fact,  just announced that every single one of the luxury automaker’s products has all-wheel drive on their option sheets now. Some models, like the company’s  sell with an astonishing 72 percent AWD take rate.
Lincoln isn’t alone. The Free Press reports that 50 percent of all models are sold as all-wheel-drive units; in the future, that same percentage will spread across the entire  brand.
That news is downright baffling, for a number of reasons. Automakers are bent on improving the fuel economy of their vehicles at all costs, and at the same time, government agencies both at home and abroad are urging tighter emissions parameters.
All-wheel drive adds weight, drag and complexity to a vehicle’s drivetrain -- the three horsemen of the fuel-economy apocalypse. The glitch here is that car buyers are perfectly content to trade off a few miles per gallon for the impression that they’ll be safe and sound no matter the weather forecast. Aggressive marketing from the likes of has beaten the illusion of  superiority into the public consciousness, and both luxury buyers and the public at large are growing more comfortable with the system.
We tend to think that as the price per gallon inches up, more buyers will think hard before sacrificing fuel economy for the seldom-beneficial all-wheel-drive system. For the vast majority of drivers, proper tire selection and maintenance can be just as effective as the world’s finest all-wheel drive.
Subaru Rally Team USA's David Higgins and Dave Mirra competed this weekend in their respective 2011 Subaru Impreza WRX STI rally cars  at the Olympus Rally, round three of the 2011 Rally America National Championship. The Olympus Rally runs along the beautiful shorelines of Washington State’s Olympic Peninsula. David Higgins and his co-driver Craig Drew rocketed into the lead in their #75 WRX STI after impressively winning four of the first six stages. Meanwhile teammate Dave Mirra and Marshall Clarke in the #40 WRX STI kept on-pace, holding fast to a fourth-place position throughout the first day.
Sadly, a fatal accident occurred late on day one of the rally involving privateer competitor Matthew Marker of Elk Rapids, MI. Marker’s Co-driver Christopher Gordon of Brooklyn Park, MN, was not seriously injured. Due to the accident, Rally America officials halted the the Olympus Rally at the conclusion of stage six and subsequently cancelled the second day of the National portion of the event. The final results of the rally were consequently based on the leader board after stage six giving Higgins and Mirra 1st and 4th place finish positions, respectively.
31-year-old driver Matthew Marker was in his fifth year of participating in the Rally America National Championship and was a popular driver among his peers. Marker was known to have ambitions of improving his Championship standings and taking part in building the sport’s popularity.

2010 Bentley Continental GT

The 2010 Continental GT is a 2-door, 4-passenger luxury coupe, available in two trims, the Coupe and the Speed. Upon introduction, the Coupe is equipped with a standard 6.0-liter, W12, 552-horsepower, turbo engine that achieves 10-mpg in the city and 17-mpg on the highway. The Speed is equipped with a standard 6.0-liter, W12, 600-horsepower, turbo engine that achieves 10-mpg in the city and 17-mpg on the highway. A 6-speed automatic transmission with overdrive is standard on both trims.

The 2010 Continental GT is a carryover from 2009. 

Standard Features

• Anti-Theft & Locks

  • Selective Locking/Unlocking
  • Vehicle Anti-Theft Via Alarm, Anti-Lift Sensor, Engine Immobilizer, Exterior Monitoring and Interior Monitoring
  • Break Resistant Security Glass
  • Power Door Locks Operated Via Remote and Internal Switch

• Braking & Traction

• Doors

• Electrical

• Engines & Emissions

• Entertainment, Communication & Navigation

• Exterior Lighting

• Exterior, Design, Paint & Finish

• Heating, Ventilation & Air Conditioning

• Instrumentation

• Interior Lighting

• Interior, Design, Decor & Floor Covering

• Remote Controls & Remote Releases

• Safety

• Seats

• Steering

• Storage

• Suspension

• Transmission

• Wheels & Tires

• Windows, Mirrors & Wipers

2010 Acura TSX

TORRANCE, Calif., April 15, 2011 /PRNewswire/ -- Acura today announced the brand is now the official North American vehicle sponsor of the BMC Racing Team, an American-registered professional cycling team headquartered in Santa Rosa, Calif. Acura will provide the BMC Racing Team with a fleet of specially-equipped TSX Sport Wagons for use as team cars at all North American races.

he BMC Racing Team is one of the top teams in professional cycling," said Steve Center, vice president of national marketing operations for Acura. "Their aggressive approach and commitment to the best technology and constant improvement make them a perfect match with the Acura brand."

BMC, makers of carbon-fiber racing bicycles used by top professional riders throughout the world, is coming on strong as one of the top teams to be reckoned with. In March, former world champion Cadel Evans won the Tirreno-Adriatico race, which currently has him in the top 10 of the WorldTour rankings, and the BMC Racing Team is set to compete in the famed Tour de France with a nine-rider team.

"A winning team is as much about having a top rider as it is about having a top support team," said BMC Racing Team President/General Manager Jim Ochowicz. "Thanks to its sporty driving character and ample cargo capacity, the Acura TSX Sport Wagon is a perfect match for the needs of our team."

BMC Racing Team Acura TSX Sport Wagons will serve as team cars at North American races including the Amgen Tour of California, the Larry H. Miller Tour of Utah, the Grand Prix of Montreal and Quebec and the all-new USA Pro Cycling Challenge in Colorado. The vehicles are equipped with Acura's hard-drive-based Acura Navigation System with Voice Recognition™ and a custom Thule® roof rack system (capable of holding seven BMC bicycles and six spare wheels). During races, each modified TSX Sport Wagon will serve as a rolling command center, repair shop, hospital and cafeteria to support BMC Racing Team riders as they compete in grueling multi-day events through some of the most spectacular cycling terrain in North America. The BMC Racing Team Acura TSX Sport Wagons will debut at the week-long 2011 Amgen Tour of California, starting May 15 in South Lake Tahoe, CA.

About The BMC Racing Team

The BMC Racing Team is a United States-registered UCI ProTeam headquartered in Santa Rosa, Calif., and title sponsored by Switzerland-based bicycle manufacturer BMC. In 2010, the team achieved a number of successes, including leading both the Tour de France and the Giro d'Italia (in its first participation in both events), a victory at Fleche Wallonne, two stage wins at the Tour de Suisse and one at the Larry H. Miller Tour of Utah. The team's roster includes former world road champions Cadel Evans (2009) and Alessandro Ballan (2008), current Under 23 world time trial and U.S. national time trial champion Taylor Phinney, and past three-time national road champion George Hincapie (U.S.). For more information, visit.

About Acura

Acura offers a full line of technologically advanced performance luxury vehicles through a network of 270 dealers within the United States. The 2011 Acura lineup features six distinctive models including the RL luxury performance sedan, the TL performance luxury sedan, the TSX sports sedan and all-new Sport Wagon, the turbocharged RDX luxury crossover SUV, the award-winning MDX luxury sport utility vehicle and the ZDX four-door sports coupe.