The Cars World Blog

Chevrolet AVEO 1.6 Liter - Superior Power Hub for Efficient Driving

admin — Sun, 21 Feb 2010 17:22:26 +0000

After the first, widely lauded public debut of AVEO cars by Chevrolet Sales (Thailand) Co., Ltd., Chevrolet continues the unstoppable development of its product portfolio with the launch of several new models to cater to the different needs of its clients over the past years.

Recently, AVEO, the compact sedan from Chevrolet, has made a sensational comeback with a revised, more fuel-efficient 1.6-liter, 1,598 cc cylinder capacity engine. The car is paired with a four-speed automatic transmission that answers to the vigorous lifestyle of urbanite drivers who are looking for more flexibility of usage. At the same time, the larger power hub enables the new AVEO to perform better in long-distance driving for optimum convenience.

With the new AVEO’s refined 1.6-liter engine, drivers of this exciting sedan car will be fine-tuned to a new level of experience that features enhanced maneuverability and dexterity in city driving. AVEO sedan also helps maximize fuel economy while its performance is exemplified by a light-weight steering wheel that promptly responds to instructions. Chevrolet’s outstanding chassis and suspension system features stabilization and high lateral stiffness for better handling, matching European safety standards.

The new front-wheel-drive AVEO’s core power comes from a 1.6-liter, four-cylinder engine with a F16D3 16-valve multipoint injection system. It offers a maximum of 145 Newton-meters toque at 3,600 rpm. This is an increase in torque of 15 Newton-meters, by which the car achieves its improved acceleration and flexibility, for a more entertaining driving experience in urban conditions. Generating 102 horsepower at 5,800 rpm – 8 horsepower more than its predecessors, the new AVEO also responds well under long-distance driving conditions. The car’s notable changes include an increased engine size, greater horsepower and torque, and a reduction in the drag-force of the car, which leads to higher fuel efficiency.

The new AVEO models still maintain the unique Chevrolet character with their Euro-ride suspension system which achieves European standards, thanks to an independent MacPherson spring-coiled strut setup with gas shock-absorbers and a direct-action stabilizer bar at the front, while the rear suspension features a torsion beam with European-style helical spring setup with gas shock-absorbers. The result of Chevrolet’s pioneering developments in this advanced suspension system is a comfortable and smooth ride that guarantees outstanding road grip, reduced noise and maximized driving safety.

Despite its compactness with an overall length of 4,310 mm, the AVEO’s design team has enhanced the car’s toughness with a 2,480 mm wheelbase and a width of 1,710 mm, making the passenger cabin more spacious than any other compact car of the same range, plus adequate stowage space for more convenience in general use.

Besides its superior performance, the 1.6-liter Chevrolet AVEO also boasts cutting-edge safety equipment and all-suite passenger utilities, including ABS brakes with EBD system, air bags, immobilizer key, security alarm, fog lights (in selected models), 2-Din sound system, CD/MP3 stereo and Bluetooth, remote mirrors and electric rear seat flips and folds, etc.

The new Chevrolet AVEO 1.6 Liter is available in four models, starting from the LSX, the LT, the sport SS to the LUX trim level. Differentiated by equipment and options for utilities, the new AVEO’s suggested retail prices are divided into:

• The Chevrolet AVEO 1.6 liter LSX: 644,000 baht
• The Chevrolet AVEO 1.6 liter LT: 674,000 baht
• The Chevrolet AVEO 1.6 liter SS: 669,000 baht
• The Chevrolet AVEO 1.6 liter LUX: 709,000 baht

The new AVEO is set to be launched officially at the upcoming 26th Thailand’s International Motor Expo from December 2 to 13, 2009 at Challenger Hall 1-3, Muang Thong Thani.

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2010 Chevrolet Camaro Official Information

admin — Fri, 08 Jan 2010 10:46:59 +0000

The 2010 Chevrolet Camaro is built on the new global rear-wheel-drive passenger car platform, representing GM’s global vehicle development and design process. The original design concept was conceived in the United States, with engineering shared by both Australia and U.S. teams. Validation was conducted on roads worldwide and assembly is handled by GM’s award–winning plant in Oshawa, Ontario, Canada.

Design features

Designed to embody the Camaro heritage, the two-door sports coupe has a 2,852 mm wheelbase and an overall length of 4,836 mm. Width and height are 1,918 mm and 1,376 mm respectively. The V6 models have a drag coefficient (Cd) of 0.37 while the V8-powered SS has a Cd of 0.35. On SS models, a simulated air intake is located in the upper front and the lower air intake is larger.

The B-pillar features increased structural rigidity, while one-piece body stamping provides a cleaner overall side appearance while ensuring quality in the manufacturing process. The Camaro’s famous “Gills” are maintained. Ten exterior colors are available.

Interior

The four-passenger cabin is designed to fulfill a balance of heritage and modern design in simple yet refined details. An ambient light package offers advanced LED lighting for the interior. The instrument panel incorporates a driver information center – readouts and features are controlled via a steering column stalk. Console-mounted oil, temperatures and volts gauges are optional on the LS model and standard for LT and SS.

Cruise control is standard; leather-wrapped steering wheel and shift knob, redundant steering wheel controls, remote start on automatic models, iPod connectivity, Bluetooth and USB port are available through the Driver Convenience and Connectivity package. Customers can also order a short-throw Hurst shifter.

The Camaro’s entertainment systems include a single-CD radio with six speakers that is standard on LS, LT and SS models. A premium, 245-watt Boston Acoustics nine-speaker audio system is optional on 1LT and SS models.

Performance

The Camaro LT and LS models feature a 36L direct injection (DI) V6 with 304 horsepower (227 kW) and 273 lb.-ft. of torque (370 Nm), same specifications as Camaro or Bumblebee from Transformers movies today showcased by Chevrolet Sales Thailand. Despite a compression ratio of 11.3:1, the 3.6L DI engine is designed to run on regular unleaded fuel.

Two 6.2L V-8 engines (L99 and LS3) are offered in the Camaro SS. The 90-degree V8 includes an aluminum block (with cast iron cylinder liners) and aluminum cylinder heads, cast aluminum oil pan at the bottom and two-valve cylinder head design based on race-proven airflow dynamics.

Horsepower for the L99 is 400 hp (298 kW) at 5,900 rpm and torque is 410 lb.-ft. (556 Nm) at 4,300 rpm . The LS3 develops 426 hp (318 kW) and 420 lb.-ft. (569 Nm). Output on the L99 is lower via a lower compression ratio (10.4:1 vs. 10.7:1) and Active Fuel Management System settings. The L99 is paired with a six-speed automatic gearbox.

The Camaro LT and LS are equipped with a standard six-speed transmission, with a six-speed automatic an option. The Aisin AY6 six-speed manual is standard with the 3.6L engine, and a Hydra-Matic 6L50 six-speed automatic is optional. A Tremec TR 6060 six-short-throw speed manual is standard on the SS, and the Hydra-Matic 6L80 six-speed automatic is optional.

Both automatic transmissions feature combine superior acceleration and fuel economy, and includes driver shift control via paddle shifts located on the steering wheel and Performance Algorithm Shifting (PAS).

Chassis and suspension

The Camaro features fully independent front and rear suspensions with 4.5 links at the rear. V6 models come with FE2 sport suspension package while the V8 has FE3 performance package. The front suspension has a direct-acting stabilizer bar while the rear suspension features high lateral stiffness for better handling. Coil-over shock absorbers are used in the rear. The front track measures 1,618 mm for all models, while the rear track on LS and LT models is 1,628 mm, and 1,618 mm on the SS model.

Other features include four-wheel disc brakes (Brembo four-piston calipers on SS) – with hydraulic brake assist, StabiliTrak electronic stability control and performance Launch Control on SS models with the manual transmission.

LS and LT models are equipped with standard 18-inch wheels or optional 19-inch wheels, while the SS model comes with standard 19-inch wheels or optional 20-inch wheels – 21-inch wheels are available through Chevy dealers.

Safety

The Camaro offers a comprehensive system of safety features. In addition to a robust body structure and integral safety cage around the passenger compartment, other safety features include:

• Driver and front passenger dual-stage air bags
• Driver and front passenger seat-mounted thorax side-impact air bags
• Head curtain side-impact air bags for front- and rear-seat occupants
• Front-seat safety belt load limiters and pretensioners
• A front passenger detection system that senses children and small-stature adults, and suppresses air bag deployment when appropriate.

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Review 2009 Proton EXORA

admin — Mon, 21 Dec 2009 19:46:24 +0000

Phranakorn Auto Sales Co., Ltd. Proton distributor in Thailand, imported the newest model ”Proton Exora” which is the outstanding MPV. Touch the spacious experience to carry 7 adult seats at 26th Thailand International Motor Expo 2009 in December this year.

Proton EXORA marks PROTON’s entry into the highly popular MPV segment. The EXORA is a culmination of several years of meticulous research and development by PROTON. EXORA embodies the efforts by PROTON to incorporate space, style, performance and safety elements into the design philosophy of the vehicle.

Just like the GEN 2 and Neo, the EXORA shares the same tried and tested 1.6 litre CamPro engine, except that the engine for the EXORA is now added with the CPS (Cam Profile Switching) technology. This engine utilizes two ingenious technologies, CPS (Cam Profile Switching) and VIM (Variable Intake Manifold technology), to give a relatively high power output and rapid response, whilst maintaining a fuel-efficient delivery. These two technologies give the EXORA the best of both worlds by combining the characteristics of two different engines in one compact package. As a result, the usual reduction in torque caused by high-lift camshafts is offset by the long intake runner, whilst the short runner works by helping the engine generate more power at higher speeds.

EXORA is designed to make those long trips with the family a breeze. They key to this is the Lotus-tuned ride and handling that gives the driver a sure-footed, yet comfortable drive on the highway and winding countryside roads. In terms of safety, driver and front-seat passenger will appreciate EXORA’s standard safety features which include twin front airbags - standard in both the Medium Line and High Line variants - and pre-tensioner seat-belts. Other standard safety features include the Anti-lock Braking System (ABS) and Electronic Brake-force Distribution (EBD) to help the vehicle come to a quick and safe stop should the need arise. To top it all, the EXORA offers an extremely strong passenger cell and computer-aided designed crash structure which has helped this MPV achieve the equivalent of Euro-Ncap 4-star safety rating requirements. Other cutting-edge technologies present in the EXORA include a hybrid high-strength “front-end module” and hydro-formed steel components. All these technologies help the EXORA shed weight without compromising on its strength and safety.

On the inside, PROTON’s major technological improvement in the EXORA is demonstrated by the improved sound-proofing technology which allows driver and
passengers to have conversations without having to raise their voices. The quietness offered by the MPV also means that occupants of the MPV can enjoy their favourite music or DVD movie (for passengers in Supreme variant) through its high-quality sound system. As an added comfort and driving pleasure for long journeys, the EXORA offers 10 bottle holders strategically located to keep drink bottles within easy reach of driver and passengers. For luggage, the EXORA offers ample space, with six different seat-folding configurations adding more storage flexibility when required. The single-lever seat folding mechanism allows the second row seat to be tumbled easily thus providing a wider opening for passengers to hop on to the third row seat.

The rear doors which can open at a maximum angle of 80 degrees enhance the loading and offloading of passengers. The EXORA also offers individual air-conditioning vents on every row providing maximum comfort to passengers on hot days. To complete the luxurious feel, the EXORA Medium line comes with an uncluttered and clean grey interior with fabric seats, whereas the High line comes standard with leather and alcantra.

One of the outstanding features of the EXORA is an electronic device called the Body Control Module (BCM). This feature is usually found in more expensive European makes. The EXORA is the first Proton car to be equipped with BCM and it offers a whole new range of options and gadgets to enhance the vehicle’s practicality and safety.

BCM offers over 20 different functions, from “follow me home lights”, to programmable door-locking configurations and wiper speeds, to automatic hazard light activation during emergency braking from above 96km/h and many more.

The EXORA comes in four colors, Genetic Silver, Tranquility Black, Solid White and Gaia Blue which can select in both Medium Line and High Line.

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American Muscle’s 1st Charity Car Show

admin — Thu, 30 Jul 2009 13:06:06 +0000

Most car shows involve an hour of frantic polishing, followed by an hour of aimlessly walking the lot to check out the competition, and then finally, a good nap. But with 150 of the sweetest ‘Stangs ever to hit the road stationed door to door and bumper to bumper on every corner of the lot surrounded by more than a dozen top Mustang brands, each ready and eager to talk parts and performance, the 1st Annual AmericanMuscle Car Show and Charity Event was already set to be something different.

Then add in a circling helicopter taking photos from 1,000 feet, a free dyno running from dawn ‘til dusk, free food and drink for all registered cars, more free stuff than you can carry in a mid-size sports coupe, and a slew of ber-hot AmericanMuscle Girls strolling the lot, showing off their own fox bodies. Now that’s a car show.

Of course the central point of the July 19th event was the Best in Show competition. AmericanMuscle judges walked the lot all day long meticulously examining every show candidate. In the end, it was Tony Massimano’s fully-custom ’69 Mach 1 that took top prize. Here’s a list of the rest of the winners:

Rick Bauman: President’s Choice Award: Torch Red ’05 GT
Tommy Lee: Best ’05 to 2010 Mustang: Black ’06 GT500 Convertible
Mike Baer: Best ’99 to ’04 Mustang: ’04 MystiChrome Cobra Convertible
Donnie Huth: Best ’94 to ’98 Mustang: ’97 Cobra
Rick Nagle: Best ’79 to ’93 Mustang: ’93 GT

In a day full of highlights, more than 1,000 showed up to walk and talk Mustangs, and show their support for Homes for Our Troops, a charity that buys or builds homes for disabled veterans. The goal for the day was to raise $5,000 for those that given more than we could ask while defending our freedom. But, when the day was done, and the money was counted, AmericanMuscle wrote a check for $8015 to its favorite charity. Adding to this number, the Garden State Region Mustang Club made an additional donation of $850, and an anonymous AmericanMuscle supplier also kicked in a check for $500, bringing the total donation to $9,365—a good day indeed.

For more information, plus lots of photos and video on the 1st Annual AmericanMuscle Car Show and Charity Event please visit: http://blog.americanmuscle.com/

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Corvette Guys - Parts and Accessories for Corvette’s Lover

admin — Fri, 08 May 2009 15:26:21 +0000

Despite their economic woes and cutbacks, GM announced in late April that the Corvette brand would be continue pushing the performance envelope with their 2010 models, including reviving the Grand Sport moniker and the introduction of a GT-R-esque launch control system. (That, if used, won’t void the manufacturer warranty - much to the approval of enthusiasts who thought the fact that using the launch control on the GT-R would do just that was simply stupid.)

The appearance of the Grand Sport and new technology shows that GM is still very much invested in furthering the development of the Corvette brand. That said, many current Corvette owners are either holding on to their current Corvettes - either holding out for the much-rumored C7 or just choosing not to add a new car payment to their checkbook. Some, perhaps, are Corvette enthusiasts or Corvette collectors that think demand for their particular model year will rise if GM keeps cutting production. And some are just taking advantage of dealer incentives and tax breaks to pick up the car of their dreams, and snatching up the remaining 2009 C6’s at unbelievable prices.

Whatever the reason, many owners are looking for ways to get more enjoyment out of their Corvette without breaking the bank. Gone are the days when Corvette owners would cheerfully fork over the cash many dealerships demanded for aftermarket parts - they’re shopping smarter, with an emphasis on value. And with all the speculation surrounding the future of GM and the Corvette brand, some owners are turning to online merchants as the answer, as they upgrade their current vehicle and look for alternative sources of affordable Corvette parts. Some online specialty merchants like CorvetteGuys offer convenient, one-stop shopping and free shipping and toll-free customer service 6 days a week - now try getting that kind of service from your dealer!

Many are looking for a way to protect the value of their investment through items such as a Corvette bra and car cover that prevents the need for expensive re-painting. Others are simply looking for a way to get more enjoyment out of their current car, or even are transitioning to having a Corvette as a daily driver, by adding little touches like a Corvette wind screen to make daily driving a little more luxurious. And some are adding a great-looking, aggressive-sounding Corvette exhaust - both for its performance and for the added gas economy. Whatever the reason, Corvette owners are becoming increasingly savvy shoppers by frequenting online merchants.

So whether you’ve got a Corvette in your garage that you’re holding onto until the C7 makes its appearance, or have a Corvette you’re looking to enjoy (even) more, the rise of online stores means that regardless of GM’s plans, you’ll still be supplied with affordable aftermarket parts. So even though it’s tough times, you can save some cash and can maximize your enjoyment from your current Corvette to hold out and see what GM’s got up their sleeve for the next generation of
Corvette.

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Test - 2010 Mazda 3 s Grand Touring

admin — Fri, 27 Mar 2009 15:02:41 +0000

BY AARON ROBINSON, PHOTOGRAPHY BY MORGAN SEGAL

Change! It was the hottest thing last year, and anyone selling it did good business in a soft market. Sure, the new Mazda 3 has more emotion, more refinement, and a bit more power, but otherwise it’s basically the same thrifty little corner darter as before. Summon the firing squad.

Hey, you said you want change. Cheat-grass-fueled flying landaulets—that’s change, brother. And while you’re waiting for the real change, watch as Mazda dares you to love nuanced change, change by inches.

The 3 is Mazda’s lifeline, representing about 42 percent of the brand’s sales. No other model comes close. A snap, unscientific, non-peer-reviewed poll of known automotive writers finds a healthy number (okay, two) owning the old Mazda 3. Yes, our own greenbacks, earned writing car porn. Expressive lines, deft handling, and a price that required just a little stretch sealed at least a couple of sales among the stupendously jaded.

Change? We wished the old 3 were quieter and had gauges that were more legible. Otherwise, we had no big objections.

Both the new sedan and wagon were to be sent to dealers in late March, with some increase to the base and option-pack prices for the standard 148-hp 2.0-liter and the upscale 167-hp 2.5. Entry should be in the mid-15s, with the extra-deluxe Grand Touring with the 2.5 like the one shown here starting at about $23,000. The GT comes with such delights as leather, rain-sensing wipers, 17-inch wheels, and swiveling xenon headlamps.

Load it up as we have here with the Moonroof & Bose package and the Technology package of navigation, alarm, satellite radio, and pushbutton start, and you basically have a mini Mazda 6 for about $26,000.

Oh, where art thou, change? Right up front, with the new wide-mouth-bass look. With its jaunty cheek ducts and teardrop eyes, this is basically the RX-8’s face projected in IMAX. We expect this sort of cartooning from France, where 1950s funnyman Fernandel and his gaping maw inspired the current generation of Peugeots. Indeed, Mazda’s chief designer, Laurens van den Acker, hails from Holland, which is practically indistinguishable from France on old Axis maps.

The former 3’s pleasing proportions are retained, down to the curt overhangs, chop-tail trunk, and tight-fitting wheels (designers call the unsightly empty space between tire and fender the “dead-cat zone”). But the slab sides are transformed, the new body churning with expansive front fenders and a steeply raked swage line spearing the door handles, plus a minuscule dead-cat zone. Silver-chrome pupils punctuate the red daggers of the taillights, which evoke Cat Woman more than Fernandel’s Don Camillo.

Sculpted, skinned, and trimmed with more bravura, the 3’s new dash envelops the driver more thoroughly, the center console sloped and shaped to bulge its radio and climate-control knobs closer to you. Turn the radio’s volume knob, and the surrounding blue-toned light strips blip in response, jukebox style. Other mood lights tinge the center console and footwells with blue light. Everything looks and feels more expensive than it is.

The gauges are simple: fuel and odo in the center, with twin tubes housing the tach and speedo. A digital readout, colored red, reports climate settings, radio status, and the outside temperature, and when equipped with navigation, a small, three-by-five-inch color screen peers like a clerestory over the upper dash, just inches below the forward sightlines.

The five buttons and single joystick controlling the nav cluster on the 3 o’clock steering-wheel spoke are an inspired piece of design efficiency. Compared with using a touch screen, entering addresses takes a few extra seconds of joystick thumbing as you scroll the alphabet, but the controls become friendly after only minutes and are intuitively operated while driving, if necessary. Plus, the scheme doesn’t require major dash reorganization if a nav system isn’t optioned.

Cavils are few. The red-and-blue gauges are sufficiently legible in the day, but the illumination lacks enough adjustment and was either blazing or too dark at night. It was a chin dribble in the previous car that somehow didn’t get fixed. Also, the slot for the SD (secure digital) card containing the map software is behind a highly visible door next to the nav screen, a blot on the otherwise seamlessly executed dash.

Utility definitely rates with buyers in this segment. Dimensionally, the passenger capsule is almost unchanged, putting it midpack, and the trunk, accessed through a lid that pivots up and forward on multi¬link hinges, stays the same at 12 cubic feet. The rear bench is snug and presses knees into the front seatbacks, as before, and the bench splits 70/30 and flops almost flat with a push of the seatback buttons. A center armrest with cup holders eases those long back-seat journeys you’ll never want to take.

The twin pipes out back are one way to distinguish the 2.5-liter model (the 2.0-liter has a single exhaust). The same port-injected, twin-cam 16-valve cast-aluminum engine as in the base Mazda 6 gains 0.2 liter and produces 167 horsepower, up 11. The old 3 was the scoot boy of its class; the new 3, surprisingly, not as much. We hit 60 mph in 7.7 seconds, 0.4 second slower than in our last Mazda 3 test [December 2006]. Here’s the thing: That car was 149 pounds lighter, and its five-speed manual delivered 60 mph with just a single upshift. Tighter ratio spacing in the new six-speed box means the stick moves twice en route to the all-important 60-mph benchmark. That always costs a few eye blinks.

Still, the 3 is now in a dead heat with the Honda Civic, and both are still on the fleet end of the compact-sedan herd. With plenty of torque in the midrange, the 3 can sprint like a wide receiver through traffic. The extra gearbox ratio helps hold the line on fuel economy, though the city rating drops 1 mpg to 21. We saw 26 mpg overall, also down one from our last test car and its smaller engine.

We expect steering that draws a bead and an athletic suspension from the Zoom-Zoom crew, especially since only detail changes have been made over the previous car. Sure, the 3 suffers a less yielding ride around town, with a certain resonant hollowness to the ka-blunk! the Yokohamas make over pavement seams. Though Mazda has cut into the cabin noise, the freeway roar is still louder than the 3’s competitors. If you want creamy, buy a Corolla.

The 3 pays off around on-ramps, when beating a yellow light through a right turn, and wherever else it can be run hard and squeal-free at a corner. The front grabs with 10 fingers, the back end pushes and tucks, pushes and tucks as you gas it. We throttle-steered it around the skidpad for a 0.85-g performance, equal to the previous car’s and above average for the class.

Except for a slightly heavy clutch, the controls do their business with a satisfying rightness to their feel. Even the shifter, lanky and loose in the previous 3, gets some tightening, though it occasionally stumbled on the path from fifth to sixth gear. The braking from 70 mph played out over a middling 176 feet, with a pedal that feels firm and trustworthy. Everything about the 3 feels solid and wellmade, especially for its price.

Folks with a BMW hankering and a Toyota budget are the ideal candidates for this chair. Go easy on the options, and you’re almost stealing it. The 3 still brooms away misgivings about front drive. This is change we can live with.

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Review - 2009 Alfa Romeo 8C Competizione

admin — Sun, 22 Mar 2009 16:51:50 +0000

BY RAY HUTTON

There have been endless predictions that the famous and once-revered Alfa Romeo marque would return to the U.S., having departed in 1995. And later this year, it is really going to happen—with just 84 cars from a limited production run of 500. The $250,000 8C Competizione is a special-edition, two-seat sports coupe that will serve as a kind of ambassador for the line of Alfa cars that should follow.

The 8C, reviving the name of the magnificent supercharged eight-cylinder Alfa sports cars of the 1930s, has had its own on/off saga. It was first shown in 2003 as a concept car at the Frankfurt auto show and in production form at the 2006 Paris show. Its exciting retro styling is the work of Wolfgang Egger, who has since left Alfa for Audi.

The 8C has been dismissed by some as simply a rebodied Maserati, but it turns out to be rather more than that. There are elements from the Maserati Coupé in the structure, and the suspension is lifted from the GranTurismo, but everything above the waistline and all the outer body panels are carbon fiber. The result is a low, stiff structure and a claimed weight of 3500 pounds, hundreds lighter than any other Maserati.

Suspension elements are taken from the GranTurismo, and the engine is a wet-sump development of Maserati’s Ferrari-built V-8, enlarged to 4.7 liters and making 444 horsepower. The transmission is a rear-mounted, six-speed automated manual with paddle controls behind the steering wheel.

There have been rumors that Ferrari will make a similarly sized front-engined V-8 coupe, but the 8C is a completely separate project, engineered at the Fiat-Alfa technical center in Turin. “It was important that our car give a different experience from a Ferrari or Maserati,” said chief engineer Domenico Bagnasco.

And it does. The engine has a broader power band and a different note—an absolutely glorious bark when the butterfly valves in the exhaust are open beyond 4000 rpm. The electrohydraulic gearchanges are less brutal than a Ferrari’s but are accompanied by even more snap, crackle, and pop from the tailpipes. The suspension is tauter and the steering sharper than a Maserati’s.

So the 8C is noisy, agile, and fast—topping 180 mph and going from 0 to 60 mph in an estimated 4.2 seconds, quicker than the Maserati and not far behind a Ferrari F430.

Primarily, though, this is a fun car with which to flatter the ego of wealthy enthusiasts. The cabin is lined with carbon fiber; the bespoke lightweight seats are trimmed with the finest Poltrona Frau leather; the aluminum console and grab handles are machined from solid billet. Owners can, and will, buy specially tailored leather bags to fit on the shelf behind the seats. The only space behind the 23-gallon fuel tank at the rear accommodates a zipped case that is ideal for carrying five or six bottles of Barolo.

These 8Cs are being sold and serviced through Maserati in the U.S. a dedicated Alfa Romeo dealer network has yet to be established to handle the mainstream cars that are most likely to begin arriving in 2010. But between now and then, there will be another expensive special edition. The response to the 8C has encouraged Alfa to reverse an earlier decision and build a limited number of convertibles, starting in 2009.

2009 Alfa Romeo 8C Competizione - Specs

VEHICLE TYPE: front-engine, rear-wheel-drive, 2-passenger, 3-door hatchback

ESTIMATED BASE PRICE: $250,000

ENGINE TYPE: DOHC 32-valve V-8, aluminum block and heads, port fuel injection
Displacement: 286 cu in, 4691cc
Power (SAE net): 444 bhp @ 7000 rpm
Torque (SAE net): 354 lb-ft @ 4750 rpm

TRANSMISSION: 6-speed manual with automated shifting and clutch

DIMENSIONS:
Wheelbase: 104.1 in Length: 172.5 in Width: 74.6 in Height: 52.8 in
Curb weight: 3500 lb

PERFORMANCE (C/D EST):
Zero to 60 mph: 4.2 sec
Zero to 100 mph: 9.5 sec
Standing ¼-mile: 12.7 sec
Top speed (drag limited): 181 mph

PROJECTED FUEL ECONOMY (C/D EST):
EPA city driving: 12 mpg
EPA highway driving: 17 mpg

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Review - 2009 Ferrari California

admin — Fri, 20 Mar 2009 17:55:41 +0000

BY TONY SWAN

Are you ready for a Ferrari to drive to the office, the mall, the beach, the slopes—anywhere, everywhere? That’s the concept behind this revival of a name from Ferrari’s storied past—a fast GT that supplies style, panache, plenty of performance, and thanks to its folding hardtop and “two-plus” interior layout, an unusually high level of all-around usefulness.

At the core of this concept is the hope that the California will attract buyers new to the brand, a notion that raises our eyebrows a degree or two since (a) the waiting list for a new Ferrari averages about 16 months, (b) U.S. Ferrari dealers have habitually given precedence to previous owners, (c) this car has no cup holders, and (d) its pricing will start at “about $200,000” in this country, according to the carmaker.

But never mind. These are issues for prospective owners. So let’s take a look at what Ferrari, Pininfarina (design), and Scaglietti (assembly) hath wrought.

Fabulous Ferrari Firsts

The California embodies a number of Ferrari firsts. For example, it’s the first Ferrari with a V-8 engine mounted ahead of the cockpit. Previous V-8s have been bolted in amidships, behind the seats. The V-8 is a development of the 4.3-liter eight that propels the superb (and soon to be replaced) F430 series, distinguished by new cylinder heads with a direct-injection fuel system, also a Ferrari first. The engine’s mass rides behind the front axle center line and sends its substantial thrust (453 horsepower, 358 pound-feet of torque) to the rear wheels via a rear-mounted dual-clutch automated-manual transmission, another first for Ferrari. This layout, on a 105.1-inch wheelbase, yields a 47/53-percent front-to-rear weight distribution, contributing to excellent balance, and handling that’s both exhilarating and benign.

The two-piece folding hard top, of course, is yet another element new to a car from Maranello, giving the California a fresh-air dimension in the tradition of its distinguished spider ancestors, plus the quiet comfort of a coupe. Beyond that, there’s a space behind the front seats that can serve as a parcel shelf or, if the owner checks the option box, plus-two seating for one or two limber passengers, preferably of diminutive dimensions. Ferrari presented this element of the new car as “2+,” refraining from referring to it as a classic two-plus-two, since the space, smaller than the rear seat in a Porsche 911, seemed a little too claustrophobic for human beings.

But that was before Ferrari president Luca di Montezemolo showed up, fresh from riding in the rear seat of a new California for “almost an hour,” and pronounced the space habitable. “I think it’s okay,” he said. “Probably not so good for three hours or so, but for short trips. It was a nice surprise.” How this will affect U.S. marketing communications remains to be seen—the California won’t be in North American showrooms until June—but after guiding Ferrari’s continuing success for 17 years, when Signor Montezemolo speaks, his staff takes heed.

The “2+” versus “two-plus-two” issue notwithstanding, the interior of this Ferrari is subdued but gorgeous, with handsome leather, supportive seats with a broad range of adjustability, and superb craftsmanship. It’s also surprisingly quiet in coupe mode. The V-8 raises its voice in a staccato tenor when stirred by the driver’s right foot, but wind noise is conspicuous by its absence, even at very high speed. (Ferrari forecasts over 192 mph; we have no reason to question this.)

With the top down—a configuration achieved in 14 seconds—the factory wind blocker, although somewhat flimsy, reduces cockpit turbulence to modest levels, and it’s possible to carry on a conversation at 100 mph. (To be fair, though, the decibels required for such a dialogue would get you kicked out of your local library in about two minutes.) When the top is stowed, there’s still room in the trunk for a little luggage, something Ferrari made a priority in the car’s development, and a key element in the design that emerged from Pininfarina. More on this later.

It’s Quick. Of Course.

In addition to fast, the California promises to be quick. Ferrari forecasts 0 to 62 mph in 3.8 seconds, and this too seems wholly plausible, despite the car’s size—bigger in every dimension than the F430—and hefty curb weight: 3850 pounds minimum. Testing the stoplight-getaway aspect of the car’s performance requires minimizing shift times in the seven-speed Getrag dual-clutch transmission, a pastime that is seriously habit-forming. In its most aggressive setting—there are three steering-wheel-mounted presets (comfort, sport, and CST) that also affect handling—the paddle shifters (in fixed position on the steering column) achieve down- or upshifts in milliseconds—whap, whap, whap. It’s hard to imagine anyone preferring a manual transmission to this brilliant gearbox (not an issue here since the Getrag dual-clutch is the only transmission offered at launch), and it’s just flat impossible for anyone to match the speed of those shifts with a standard stick and clutch. And as a bonus, the transmission is a very smooth operator in full automatic mode.

We mentioned handling. The California rides a traditional Ferrari unequal-length control-arm suspension setup in front, but there’s a new multilink arrangement at the rear. More significant, the new car offers the option of Delphi’s magnetorheological shock absorbers that provide instant damping reaction to changes in dynamic input. What this yields, in brief, are responses that should satisfy all but the most extreme demands.

In comfort mode, the California’s ride quality is creamy, even on rough pavement. In sport mode, the car is agile, with a reserve of compliance reminiscent of BMW’s ride-and-handling philosophy. And in CST mode, which disables the traction and stability control system, the driver can induce a little judicious sliding without the threat of snap oversteer and consequent excursion into the roadside scenery.

Thanks to the Bridgestone Potenza tires, 245/40-19 up front and 285/40-19 in the rear, grip is prodigious and the transition to slip is gradual. However, pretty much all of that information is delivered via the driver’s backside. The variable-assist power rack-and-pinion steering, though quick, is essentially numb.

Like the electromagnetic damping, the California’s brakes are high-tech, with carbon ceramic rotors at all four corners. Unlike the shocks, the system is standard, and its formidable performance is beyond fade and/or reproach.

Junk in the Trunk

If the California has a weak suit, it’s right out there for everyone to see. When it was unveiled at September’s Paris auto show, the new Ferrari’s styling drew mixed reviews, and even after a couple of hands-on days, it’s hard to perceive those bulbous hindquarters as beautiful.

There are reasons for that hefty hind end, of course. In addition to accommodating the longish folding top, the Pininfarina stylists had to make sure there would still be some luggage room beneath it when the top was snugged down under the rear decklid. And there’s structure to reinforce the rear-seat pass-through to the trunk. The new gearbox also lives down there, as does a lot of exhaust plumbing, and closer to the ground there’s a big aero diffuser, complementing a front splitter. All of this, plus a small spoiler at the rear of the decklid, adds up in the vertical dimension, and not in a positive way to our eyes.

On the other hand, it looks like a Ferrari, sounds like a Ferrari, and certainly feels like a Ferrari, albeit with a slightly softer persona, one that may well seduce those new, well-heeled buyers the company seeks. So far, according to Ferrari, the program seems to be working. The car is already on sale in Europe, and Ferrari marketing people say 60 percent of the orders are from customers new to the brand. Will that work in the U.S.? We’ll just have to wait and see.

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2009 Smart Fortwo Brabus Edition

admin — Thu, 19 Mar 2009 12:19:34 +0000

BY JON YANCA

They say opposites attract and the relationship between Smart and Brabus is further confirmation. Known for tuning Mercedes-Benz vehicles well into the 600-plus-horsepower range, Brabus announced at the L.A. auto show that it will offer a tuned Smart Fortwo in the U.S.

No, the Brabus Smart will not get a 1200-hp V-12 engine capable of doing a quarter-mile wheel stand like we would expect; instead it will get—gasp, a stock engine. Unlike the Brabus Smart available in Europe, our version will not receive any engine or power upgrades, which leaves us asking the question: why?

The stock three-cylinder engine retains its 70 horsepower and 68 lb-ft of torque, while the five-speed automated manual transmission gets a tune for improved shifting. A sport exhaust system, chassis and suspension tweaks, and a 10-millimeter body drop complete the mechanical upgrades needed to enter your local lawn-tractor races.

Available only in black or silver, the Brabus Fortwo exterior is upgraded with side skirts, a front fascia that reduces lift—assuming it can actually go fast enough to generate lift—a modified rear bumper to accommodate the dual chrome-plated tail pipes, and who could forget the striking double “B” on the fuel filler door. Most notably, the Fortwo will ride on Brabus Monoblock VII alloy wheels measuring 15 inches up front and 17 in the rear.

Inside the tiny cabin, buyers are treated to luxurious upgrades like brushed-aluminum pedals, velour floor mats with Brabus logos, heated leather seats, and the additional gauges that are optional on standard Smarts—look out, Maybach.

The limited run of Brabus Fortwos will be available in both coupe and cabriolet versions with a base price of $17,990 for the coupe and $20,990 for the cabrio, not including destination. The Brabus coupe brings a roughly $5755 premium over a standard Smart while the cabrio’s price represents a $3755 difference. If you aren’t looking to fork over that sort of cash but seek Brabus exclusivity, many of the accessories will be offered a la carte at Smart dealers beginning in 2009.

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Car News - 2010 Aston Martin Rapide

admin — Sat, 07 Feb 2009 12:17:01 +0000

BY STEVE SILER

Aston shows that it has little trouble doing what Porsche clearly can’t: build a beautiful four-door sports car.

While we still haven’t received official information on the upcoming Aston Martin Rapide super sedan, Aston Martin has released a pair of computer-generated images following two weeks during which leaked images found their way onto the sites of numerous online publications. And though they are not actual photographs, they are revealing enough to confirm that, unlike that of the Porsche Panamera, Aston Martin’s sex-a-licious form vocabulary is indeed scalable to four-door proportions.

Essentially a DB9 coupe with an extra foot or so of wheelbase and two additional doors, the Rapide shares much of its styling DNA—long nose, ducktail deck, and stacked grille—with its saucy two-door platformmate. The Rapide also incorporates a door crease like that of the V-8 Vantage, as well as smoother cheeks and a thin strip of chrome trim on the back.

Unique to the Rapide are One-77–style hood vents, nicely detailed headlamps with vertical LED running lights, and an all-glass roof (which, come to think of it, might be nice on the coupe, too). Inside, think DB9 with two rear bucket seats and perhaps a few unique touches and you won’t be far off.

Under the hood will be a variant of the DB9’s V-12 optimized to handle the Rapide’s additional mass, and the shifting will most likely be handled exclusively by the ZF six-speed Touchtronic automatic transmission. Considering that the updated DB9 has a claimed 0-to-60-mph time of 4.6 seconds, we imagine that the Rapide should be able to do the same trick in under five while enveloping the passengers in aural ecstasy. Not fast enough? Well, it shouldn’t take long for Aston Martin to develop an even quicker version of the Rapide incorporating some of the powertrain and material upgrades used in the DBS.

The car—expected to be built by Magna Steyr in Graz, Austria—will likely make its first official appearance early next year at an auto show that has yet to be confirmed, but since the million -dollar-plus One-77 is slated for Geneva in March, our money’s on a New York debut in April. Speaking of money, we’re not sure how much Aston Martin is going to ask for the Rapide, but we can’t imagine it coming in much lower than $250K.