Speculations: New Toyota Celica by 2009

The gossip started the day Toyota gave life to the “interesting cars committee”, shortly after they took a majority share in Fuji Heavy Industries (aka Subaru), with the claimed return of the legendary AE86, a Corolla Coupe from the 1980’s.
It may not necessarily be the AE86 though, how about the return of the Toyota Celica, which was pulled from the market back in 2005.
Are we talking about two projects or is the AE86 Project the eigth generation Celica? Maybe we can simply call it the FT-HS? The initial leaked details from last August could describe all of them, under 4 meters in length, 1,7 meters wide and 1,35 meters high and a target weight of 1000 kg. read more

Seat Exeo ST Unveiled at Special Preview Event

Seat has unveiled their Exeo ST (Sport Tourer) at a special preview event ahead of next month’s Geneva Motor Show. Like the Exeo sedan, the ST is based off the previous generation Audi A4 which rides on the B7 platform.
The wagon’s exterior has a strong resemblance to A4 Avant but Seat lessened the similarities by adding the brand’s traditional front end that features a large grille and attractive headlights.
Out back, the ST’s rear hatch gets a styling facelift that features new taillights and slightly chunkier bodywork.
The interior is all Audi, which despite looking a bit dated is a good thing because the previous generation A4 was known for its high quality and use of premium materials. read more »

The Car of the Future Promised for October

The car of the future is almost here. Aptera Motors has rolled out the first pre-production model of the 2e, an all-electric three-wheeled two-seater that gets the equivalent of 200 mpg and goes 100 miles on a charge.
It’s a significant milestone for the Southern California startup, which plans to put the first cars in driveways by Halloween and looks like a contender to win the $10 million Progressive Automotive X Prize.
“Everything is progressing nicely as we ramp up for full production of the 2e beginning in October,” says chief marketing officer Marques McCammon.
“We’re still on target to build an ultra-efficient, high-mileage vehicle without sacrificing comfort and safety, and once Californians get behind the wheel this fall, we expect to change the world of commuter transportation.” read more »

Best auto technology of the year

It’s not just great car design or green technology that wins prizes in the automotive industry. The PACE Award, sponsored by Automotive News for 15 years, honors superior innovation, technological advancement and business performance among automotive suppliers.
“Historically the ones that are good change the rules of the game. Over time they become must-haves,” says Dr. Bill Sharfman, director of judging for the Automotive News PACE Awards
“One of the things about good or great innovations is that they tell a compelling story and they become familiar.”
Sharfman notes an example: JCI’s HomeLink, a wireless car-to-home communication system that won a PACE Award in 1995. “Now it’s ‘wallpaper’ but at the time no one had seen anything like it before.” read more

Extreme Tuning of BMW 645i Convertible

Two designers of the Alpine USA team remodeled a BMW 6 Convertible and they named it Dark Sinister Six. For the engine they have chosen a 4.8-liter V8 which produces 367 HP and it accelerates the car from 0 to 60 in 5.7 seconds. They worked very hard on designing both the exterior and the interior.

As you can see their work on restyling this car was not in vain.The 5-spoke black-colored rims were designed by the hot-rod manufacturer Boyd Coddington and have a width of 10-inches to 13-inches. The rims are dressed with Falken ZiEX S/TZ tires and the 360mm vented brake discs were produced by Brembo.

It’s a very interesting concept from the guys at Alpine and they managed to draw and built a very cool and attractive car. We hope that they will come and give shape to many other cars.

2010 Aston Martin Rapide

It's been more than three years since the Rapide Concept made its debut at the North American International Auto Show in Detroit, but it appears the wait for this elegant sport sedan is almost over.

The production model does not appear to have lost much in the translation from the concept and the large sedan is instantly recognizable as an Aston Martin. The Rapide is fitted with seating for four as well as adequate trunk space for luggage.

The rear doors have been artfully integrated into the classic Aston Martin design, and according to the company, access to the rear seats is made easy via “'swan wing' doors - rising upwards and outwards as they swing open.”

Aston Martin Chief Executive, Dr. Ulrich Bez said: “The Rapide will be the most elegant four-door sports car in the world. It completes the Aston Martin range conveying our established attributes of Power, Beauty and Soul.”

The Rapide’s power comes from a 6.0-liter V12 engine that will be hand built at the company's engine facility in Cologne. Output is rated at 470 horsepower with 443 lb-ft of torque which should put the Rapide in position to compete directly with Porsche’s new Panamera.

Currently in its final stages of testing, the Rapide is expected to make its public debut this fall with first customer deliveries in early 2010.

Upscale on a Budget: Near-Luxury Cars

Cadillac's sporty CTS gets a complete redesign for the 2008 model year.

Consumer demand for affordable luxury has placed more focus on the near-luxury category of passenger cars. This category includes cars from upscale brands such as Lexus, Cadillac, Mercedes-Benz, BMW, and Lincoln, as well as upper-end models from manufacturers such as Chrysler, Toyota and Hyundai. Starting manufacturer's suggested retail prices range from around $24,000 for a Hyundai Azera to approximately $34,000 for an Infiniti G37 Coupe.

MSN Autos defines near-luxury cars as well-appointed sedans and coupes with starting MSRPs at or below $34,000. Near-luxury cars offer trim configurations and option packages that provide luxury features and performance in price ranges that are lower than traditional luxury or high-performance cars.

If you do not find a particular vehicle you would expect to see on a list of near-luxury cars, please check our article on traditional luxury vehicles.

Photo Gallery: Near Luxury Cars

Hot Entries for 2008
Cadillac is bringing a redesigned CTS to market with fresh styling and several updates under the skin, including an available all-wheel-drive setup. Power for the new CTS will come from the current 258-horsepower 3.6-liter V6, or GM's new 300-horsepower 3.6-liter direct-injected V6 that produces 270 lb-ft of torque. A more luxurious interior features DVD-based navigation with a telescoping touch-screen, a Bose 5.1 Cabin Surround audio system, and an Easy Key system with remote start. For maximum comfort, front passengers are treated to heated and ventilated "thin-seat" technology, enhancing rear-seat leg-, knee- and foot-room.

Also sporting more power and a new look is the Infiniti G37 Coupe. The former 3.5-liter mill in the G35 Coupe has been bumped to 3.7-liters in the new G37, and power output jumps with displacement to 330 horsepower. Lower, longer and wider than its predecessor, the second-generation coupe's ride and handling is enhanced by a stiffer platform, optional 19-inch wheels, standard Vehicle Dynamic Control and an optional 4-Wheel Active Steer system.

From Germany, Mercedes-Benz has introduced an all-new C-Class for the 2008 model year. Offered in either Luxury or Sport versions, the Sport is easily identified by the three-pointed star incorporated into the front grille. With elegant new styling and a number of feature and powertrain upgrades, the new C-Class is quite a jump over the previous generation.

Features Are Plentiful
As their name implies, near-luxury cars can come extremely well equipped. Heated and cooled front seats — like those found in the CTS and Lincoln MKZ — are becoming more common, as is dual-zone climate control, available in models such as the Audi A4 or the Buick Lucerne. Even the Hyundai Azera can be equipped with a leather-trimmed interior. Technology such as bright, high-intensity discharge (HID) headlights, which a few years ago were found only on expensive, top-line luxury cars, has made its way into the near-luxury segment. Other near-lux tech includes Bluetooth connectivity, satellite radio, and high-end audio systems. The Acura TL sports all three, and its ELS audio system will also play DVD-Audio discs with impressive fidelity.

Enthusiasts will be happy to hear that several models in the category continue to offer the choice of manual or automatic transmissions. Among them are the Audi A4, BMW 3-Series, Infiniti G37, Cadillac CTS and Lexus IS.

Front-, Rear- or All-Wheel Drive?
The near-luxury segment reflects broader changes in the overall car market, including the proliferation of drive systems. As consumers have become accustomed to all-wheel drive on their SUVs, they've shown interest in having this feature on their cars as well.

Audi's A4 and Volvo's S60 have front- or all-wheel-drive trims, while BMW's 3-Series and Infiniti's G35 are rear- or all-wheel drive. Subaru's top sedan, the Legacy 2.5 GT spec.B comes standard with all-wheel drive, its only configuration. Chrysler has made all-wheel drive an option available on its 300 sedan. All-wheel-drive versions generally command a $1,200 to $2,400 premium over their two-wheel-drive counterparts.

In the market for a new car? MSN Autos is pleased to provide you with information and services designed to save you time, money and hassle. Click to research prices and specifications on any new car on the market or click to get a free price quote through MSN Autos' New-Car Buying Service.
http://editorial.autos.msn.com/article.aspx?cp-documentid=439189

Smart Fortwo Passion Cabriolet - Short Take Road Test

Take one practical two-seat city car and rip off its top. What do you get? Well, we were expecting the automotive equivalent of cutoff jeans, something designed to be useful with some, if not all, of its function lost in the name of fashion. What we found, however, is that compared with the hatchback, the Fortwo cabriolet requires little or no sacrifice in practicality and utility. We did find that the cabriolet has one thing in common with denim shorts: Men look really dorky in them.

For an added $3000—from a base price of $17,235, as tested $18,695—Smart basically makes the Fortwo Passion hatch into a targa. Getting the Fortwo into its open-air configuration is a multistep process. An electrically operated cloth top with a glass rear window rolls back and creates a vast sunroof. For most drives, we were content to open only that big sunroof, not bothering to remove—it’s a manual task—the roof rails and unlatch the rear portion of the top from the trunklid. Take those extra steps, and the Fortwo’s cloth top folds neatly into a furrowed stack, and the absence of roof rails gives the car a full-convertible feel, despite the fixed B-pillars.

Driving the convertible is much like driving the hatchback. Not surprisingly, the ragtop lets in a bit more noise. More surprising are the roadster’s quicker acceleration times, even though the cabrio, at 1852 pounds, is 37 pounds heavier than the hatch. We’re not sure why the roadster reaches 60 mph 0.8 second quicker (13.6 seconds versus 14.4), but maybe it was due to strong crosswinds during the hatchback’s testing, or maybe it’s just that our test ragtop was somehow blessed with a peculiarly strong engine. Otherwise, the roadster experience is identical to that of the hatchback.

The ragtop is plagued by the same slow-shifting transmission, a lack of power, excessive squat and dive, and sensitivity to gusts of wind. Fortunately, it’s also blessed with tour-bus-like visibility, a terrific seating position, and the quick reflexes of the three-door.

Aside from the price, the Fortwo cabriolet sacrifices little in the name of style. And although men can’t help looking a bit silly from behind the wheel, we found that women wear the Fortwo cabriolet like a good pair of “Daisy Dukes.”

2010 Porsche 911 GT3 - First Drive Review

in the 911 family, the top jock is the GT3. The current 997 family of 911s has been undergoing a major round of updates, and now it’s the GT3’s turn.

No Replacement for Displacement

Since GT3s are all about going—and feeling—fast, it’s no surprise that an upgraded engine is part of the changes for this second-gen of 997. A bore increase—from 3.9 inches to 4.0—raises displacement from 3.6 liters to 3.8. The bigger engine gets hotter cams with greater valve lift and the addition of variable valve timing to the exhaust cams (the intakes already had it). All together, these changes boost power from 415 ponies to 435 and torque from 300 lb-ft to 317. Despite the displacement increase, the engine’s redline climbs from 8400 rpm to 8500.

Oddly, the new engine does not get the direct fuel injection that is rapidly spreading through the rest of the Porsche lineup, mostly because the GT3 engine is a race-derived unit that remains distinct from the mainstream models. Unlike the Carrera and Boxster engines, the GT3’s has a proper dry-sump lubrication system with a remote oil tank and seven oil pumps. It also uses titanium connecting rods and is constructed with cylinder blocks that are separate from the crankcase halves. This engine is extremely robust and develops substantially more power in racing applications, revving to over 9000 rpm with standard components.

Grip Increases, Too

The next most important change is a set of bodywork revisions that roughly triple the car’s aerodynamic downforce. A redesigned front end provides a more efficient exit for the air flowing through the center radiator through new ducting to a vent just forward of the trunklid. The front splitter is lower and deeper. In the rear, a wider wing extends beyond its vertical supports and is tilted down at an angle of 7.8 degrees, which translates into about a 20-degree angle relative to the airflow, which is following the downward slope of the rear window. Together, these changes increase downforce from 66 pounds at 186 mph to 220 pounds.

A revised suspension makes the most of this additional force pressing the tires into the pavement. Front spring rates are stiffer by 12 percent, and the anti-roll bar drops from 1.1 inches in diameter to 1.0. In the rear, the anti-roll bar increases from 0.9 inch to 1.0. The PASM adjustable shock absorbers have been completely recalibrated, and the suspension pickup points have changed, thanks to new hubs. These hubs now accommodate center-lock wheels, employing the same large nuts introduced on the Carrera GT. This design makes for a lighter wheel, saving a total of 6.6 pounds. But with only one nut holding each wheel in place, the tightening torque is a massive 331 lb-ft. You can apply this by being really strong, using a very large torque wrench, or springing $400 for a trick socket that incorporates a small planetary gearbox to multiply the torque from a normal-size wrench. Nobody ever said Porsche speed was cheap.

Focused On Control

Other major upgrades include enormous 15.0-inch front brake rotors with separate aluminum carriers that actually reduce their weight slightly. The pricey, optional Porsche Ceramic Composite Brakes also get lighter carriers, and their use shaves in the 911 family, the top jock is the GT3. The current 997 family of 911s has been undergoing a major round of updates, and now it’s the GT3’s turn.

No Replacement for Displacement

Since GT3s are all about going—and feeling—fast, it’s no surprise that an upgraded engine is part of the changes for this second-gen of 997. A bore increase—from 3.9 inches to 4.0—raises displacement from 3.6 liters to 3.8. The bigger engine gets hotter cams with greater valve lift and the addition of variable valve timing to the exhaust cams (the intakes already had it). All together, these changes boost power from 415 ponies to 435 and torque from 300 lb-ft to 317. Despite the displacement increase, the engine’s redline climbs from 8400 rpm to 8500.

Oddly, the new engine does not get the direct fuel injection that is rapidly spreading through the rest of the Porsche lineup, mostly because the GT3 engine is a race-derived unit that remains distinct from the mainstream models. Unlike the Carrera and Boxster engines, the GT3’s has a proper dry-sump lubrication system with a remote oil tank and seven oil pumps. It also uses titanium connecting rods and is constructed with cylinder blocks that are separate from the crankcase halves. This engine is extremely robust and develops substantially more power in racing applications, revving to over 9000 rpm with standard components.

Grip Increases, Too

The next most important change is a set of bodywork revisions that roughly triple the car’s aerodynamic downforce. A redesigned front end provides a more efficient exit for the air flowing through the center radiator through new ducting to a vent just forward of the trunklid. The front splitter is lower and deeper. In the rear, a wider wing extends beyond its vertical supports and is tilted down at an angle of 7.8 degrees, which translates into about a 20-degree angle relative to the airflow, which is following the downward slope of the rear window. Together, these changes increase downforce from 66 pounds at 186 mph to 220 pounds.

A revised suspension makes the most of this additional force pressing the tires into the pavement. Front spring rates are stiffer by 12 percent, and the anti-roll bar drops from 1.1 inches in diameter to 1.0. In the rear, the anti-roll bar increases from 0.9 inch to 1.0. The PASM adjustable shock absorbers have been completely recalibrated, and the suspension pickup points have changed, thanks to new hubs. These hubs now accommodate center-lock wheels, employing the same large nuts introduced on the Carrera GT. This design makes for a lighter wheel, saving a total of 6.6 pounds. But with only one nut holding each wheel in place, the tightening torque is a massive 331 lb-ft. You can apply this by being really strong, using a very large torque wrench, or springing $400 for a trick socket that incorporates a small planetary gearbox to multiply the torque from a normal-size wrench. Nobody ever said Porsche speed was cheap.

Focused On Control

Other major upgrades include enormous 15.0-inch front brake rotors with separate aluminum carriers that actually reduce their weight slightly. The pricey, optional Porsche Ceramic Composite Brakes also get lighter carriers, and their use shaves 44 pounds from the braking system. A revised Porsche Stability Management system allows you to turn off the stability control alone or the stability control and traction control together. When these systems are shut down, they do not reactivate, as they do on other Porsches, when you start losing control in a corner under braking.

One innovative new option is PADM, which stands for Porsche Active Drivetrain Mounts. These are hydraulic engine mounts using magnetorheological fluid so their stiffness can be varied according to a programmed map. At high revs they get stiffer to provide a more precise feel by reducing the relative motion between the powertrain and body. Another new option is a front-axle lifting feature, which raises the car’s front end by 1.2 inches when you press a button on the dash. This should help you avoid shredding the effective new front splitter at that local service station with the clifflike ramp.

in the 911 family, the top jock is the GT3. The current 997 family of 911s has been undergoing a major round of updates, and now it’s the GT3’s turn.

No Replacement for Displacement

Since GT3s are all about going—and feeling—fast, it’s no surprise that an upgraded engine is part of the changes for this second-gen of 997. A bore increase—from 3.9 inches to 4.0—raises displacement from 3.6 liters to 3.8. The bigger engine gets hotter cams with greater valve lift and the addition of variable valve timing to the exhaust cams (the intakes already had it). All together, these changes boost power from 415 ponies to 435 and torque from 300 lb-ft to 317. Despite the displacement increase, the engine’s redline climbs from 8400 rpm to 8500.

Oddly, the new engine does not get the direct fuel injection that is rapidly spreading through the rest of the Porsche lineup, mostly because the GT3 engine is a race-derived unit that remains distinct from the mainstream models. Unlike the Carrera and Boxster engines, the GT3’s has a proper dry-sump lubrication system with a remote oil tank and seven oil pumps. It also uses titanium connecting rods and is constructed with cylinder blocks that are separate from the crankcase halves. This engine is extremely robust and develops substantially more power in racing applications, revving to over 9000 rpm with standard components.

Grip Increases, Too

The next most important change is a set of bodywork revisions that roughly triple the car’s aerodynamic downforce. A redesigned front end provides a more efficient exit for the air flowing through the center radiator through new ducting to a vent just forward of the trunklid. The front splitter is lower and deeper. In the rear, a wider wing extends beyond its vertical supports and is tilted down at an angle of 7.8 degrees, which translates into about a 20-degree angle relative to the airflow, which is following the downward slope of the rear window. Together, these changes increase downforce from 66 pounds at 186 mph to 220 pounds.

A revised suspension makes the most of this additional force pressing the tires into the pavement. Front spring rates are stiffer by 12 percent, and the anti-roll bar drops from 1.1 inches in diameter to 1.0. In the rear, the anti-roll bar increases from 0.9 inch to 1.0. The PASM adjustable shock absorbers have been completely recalibrated, and the suspension pickup points have changed, thanks to new hubs. These hubs now accommodate center-lock wheels, employing the same large nuts introduced on the Carrera GT. This design makes for a lighter wheel, saving a total of 6.6 pounds. But with only one nut holding each wheel in place, the tightening torque is a massive 331 lb-ft. You can apply this by being really strong, using a very large torque wrench, or springing $400 for a trick socket that incorporates a small planetary gearbox to multiply the torque from a normal-size wrench. Nobody ever said Porsche speed was cheap.

Focused On Control

Other major upgrades include enormous 15.0-inch front brake rotors with separate aluminum carriers that actually reduce their weight slightly. The pricey, optional Porsche Ceramic Composite Brakes also get lighter carriers, and their use shaves 44 pounds from the braking system. A revised Porsche Stability Management system allows you to turn off the stability control alone or the stability control and traction control together. When these systems are shut down, they do not reactivate, as they do on other Porsches, when you start losing control in a corner under braking.

One innovative new option is PADM, which stands for Porsche Active Drivetrain Mounts. These are hydraulic engine mounts using magnetorheological fluid so their stiffness can be varied according to a programmed map. At high revs they get stiffer to provide a more precise feel by reducing the relative motion between the powertrain and body. Another new option is a front-axle lifting feature, which raises the car’s front end by 1.2 inches when you press a button on the dash. This should help you avoid shredding the effective new front splitter at that local service station with the clifflike ramp.

44 pounds from the braking system. A revised Porsche Stability Management system allows you to turn off the stability control alone or the stability control and traction control together. When these systems are shut down, they do not reactivate, as they do on other Porsches, when you start losing control in a corner under braking.

One innovative new option is PADM, which stands for Porsche Active Drivetrain Mounts. These are hydraulic engine mounts using magnetorheological fluid so their stiffness can be varied according to a programmed map. At high revs they get stiffer to provide a more precise feel by reducing the relative motion between the powertrain and body. Another new option is a front-axle lifting feature, which raises the car’s front end by 1.2 inches when you press a button on the dash. This should help you avoid shredding the effective new front splitter at that local service station with the clifflike ramp.