Kia Cerato i think it is so wonderful

KIA... not a name that you'd automatically associate with style; sensible MPVs, the odd SUV and a cheerful hatchback here and there, maybe, but style?

Well, that connotation has just been turned on its head with the arrival of the Kia Cerato Koup. Billed as the company's first foray into two-door coupé territory, the newcomer introduces an element of pizzazz previously unseen in the realm of Korean cars at a phenomenally low price. But just how much sporty substance is there behind the style?

When CAR first tested the Cerato Koup's saloon sibling in the Dec '09 issue, everyone was pleasantly surprised at the edgy, yet upmarket, styling treatment the car had received at the hands of Kia's new design chief, Peter Schreyer - a veritable breath of fresh air when compared with the somewhat dowdy offerings the company had previously produced.

It's therefore fair to say that the Koup represents something of a quantum leap in terms of Kia's approach to styling.

This Kia trendsetter manages to look both muscular and sophisticated at the same time, thanks to a decidedly lanternjawed front with mildly upswept wrap-around headlamps, prominent air intakes and a tastefully blacked-out treatment of Schreyer's "Tiger nose" grille.

The fl uid lines of the flanks flow into a chiselled, snub tail, punctuated by slim, wrap-around brake light clusters and dual exhaust outlets flanking a slightly out-of-place rear diffuser.

Factor-in substantial-feeling frameless doors and a roofline that tapers in such a way that it lends the Koup a purposeful, wedge-shaped profile, along with prominent wheelarches filled with 17-inch anthracite coloured alloy rims and our test unit's "Racing Red" paint job and you're presented with a genuine head-turner of a car.

What's really remarkable is that this low-slung, sporty-looking coupé sits on a platform practically identical to that of the saloon, the upshots of which are a spacious cabin with generous seating for four adults and a sizeable 336 dm³ boot.

The interior appointments are not quite as dashing as the exterior, but there are comfy leather seats with red stitching and a logically laid-out facia with neat, red-illuminated instrumentation. The driving position is quite low and sporty, but reaching back for the seatbelt can be a bit of a neckcraning affair whilst taller drivers may find the belts rubbing their necks.

The use of the Cerato saloon's underpinnings, powerplant and a tweaked version of the steering set-up do, however, place some limitations on the Koup's dynamics.

The 2,0-litre, four-cylinder engine develops 115 kW at 6 200 r/min and 194 N.m of torque at 4 300 r/min, which are reasonable outputs. But despite the engine's free-revving nature it lacks the sort of punch that would have lent the car a sportier edge.

There was also a feeling among a couple of the testers that there is a big jump between 2nd and 3rd gears resulting in a flat spot that mildly blunts the acceleration.

Even so, the gearshift is slick and precise, and we managed to achieve a best 0 to 100 km/h time of 9,69 seconds - not too far from the manufacturer's 9,3-second claimed figure.

The electrically-assisted power steering, although light and well suited to low-to-medium speed manoeuvres, feels very artificial with a bizarre heaviness around dead centre that suddenly becomes very light on turn-in, which doesn't inspire confidence when pressing on.

The coupled torsion beam rear axle is also a bit of a hit-and-miss affair: it manages to contain body roll to an acceptable level at speed, but when combined with this model's low profi le tyres it becomes rather choppy on less-than-perfect surfaces.

The brakes brought the car to standstill from 100 km/h in an average time of 3,06 seconds, earning them an average rating in our evaluation criteria, but there is the feeling that the ABS tends to intervene a little prematurely at times.

Spirited driving also saw the Koup's other driver aids, such as the ESC and Corner Braking Control, announcing themselves in a surprisingly abrupt fashion that curtails any feeling of sportiness and confirms the notion that driving this car briskly with confidence requires a measured approach.

Drive the Koup under normal, less hurried circumstances, however, and it's a thoroughly pleasant car with lower speeds doing nothing to diminish its reasonably nimble feel whilst serving up a suppler ride.

TEST SUMMARY
So the Kia Cerato Koup's sporty looks belie its dynamic abilities. Does that make it a bad car? Not in the least. For starters you'll be hard pressed to find anything in its price bracket (R209 995 at the time of going to print), or even at double its asking price, that is as retina-soothing as this car.

It's also very well equipped, with such features as cruise control, climate control, a CD sound system with USB and iPod inputs, rear park distance control, auto-on headlamps and others too numerous to list here, as standard.

The majority of potential buyers are unlikely to drive the Cerato Koup to anywhere near its limits, and under eight-tenths of driving situations it's a thoroughly competent car.

Throw in Kia's strong reputation for quality and reliability, along with a 5 years/100 000 km warranty and 4 years/90 000 km service plan, and you've got a very appealing package at a fantastic price. For Kia's first attempt at a two-door coupé, the Cerato Koup is a thoroughly commendable effort.

kia soul hamsters fail to make ghetto fabulous

A topical subject matter like

O.K. Let's begin! On the one hand, there's the Prom reason in Favor:

The number one point in support for purchasing the 2011 Kia Soul will be this vehicle is fun ride that offers diverse opportunities.

The secondary positive point is the Kia Soul is roomy. This vehicle has lots of space and comfort.

The 3rd positive point is the vehicle great looks. The Kia Soul is stylish, trendy and a real eye catcher.

A fourth big benefit is this vehicle is a fun ride. This vehicle is cool to be seen in and is enjoyable to drive.

And last (but not necessarily least) we have the 5th point in support of owning this vehicle is that's its inexpensive to own and operate the Soul is a great overall value and that goes a long ways in today's economy.

Now, on the other hand, to keep this balanced, there's Con, reasons Against

The 1st point in contra for

Will be even though the Soul provides a fun ride it is also a rough ride. Be prepared to bounce around some in this box-shaped vehicle.

The second point against is going to be the gas tank is too small. This is a concern when making long trips as you will need to fuel up more than you may expect so do plan ahead.

A 3rd significant point against is many complain that a 5 speed transmission would be more efficient than the 4 speed transmission that comes with it.

A fourth negative point is going to be the seats are hard and somewhat uncomfortable. This is noticed more on long road trips and make those long road trips a more difficult.

And 5th and last, but not necessarily the least, consideration against is the 2011 Kia Soul is a bumpy ride. If you are looking for a smooth ride well this is not the vehicle for you.

So there we have all the arguments for each side.

So, in your final analysis is 2011 Kia soul is great vehicle for the money. It is popular, stylish and affordable for most budgets. Now is this a good thing or a bad thing?

We've got a "Yes" answer to both questions! The 2011 Kia soul is a mixture of good and bad... It should be left up to the reader to make the decision. Which side, the good or the bad, has the preponderance of weight of opinion?

The 2011 Kia Soul is a hybrid minivan that is only slightly different from the 2010 model. It is available in four levels of trim: the base model, sport model, exclaim model and the hatchback model. The price range starts at $13,300 to $18,495 depending on the car's trim level.

The exterior look of the 2011 Kia Soul has a rounded front that is similar to that of the Mini Cooper. The overhangs on the front and rear are short. It is equipped with standard 15-inch wheels although there is an option to upgrade the wheels to 16 inches or 18 inches. Other optional features are the moon roof, fog lamps and rear spoiler.

The front of the 2011 Kia Soul is fitted with bucket seats and bench seats for the rear part of the car. The rear bench seat is split and can be folded away to create more space for cargo in the back of the car. Standard features of the Kia Soul include air conditioning, cloth-covered seats, and a CD stereo built with inputs for auxiliary and USB connection. Optional features for the interior of the car are optional cruise control features, keyless entry and adjustable driver's seat. The audio system can also be upgraded for a more upscale level.

The engine of the 2011 Kia Soul base model is a 1.6 liter four-cylinder with 122 horsepower and 115 pound-feet torque. It is also equipped with a five-speed manual transmission. Other models of the Soul are built with 2.0-liter four cylinder engine with five-speed manual transmission that is capable of 142 horsepower. There is also an option to upgrade it to a four-speed automatic transmission.

The standard safety features of the 2011 Kia Soul are anti-lock brakes, electronic stability system and head restraints for the front seats. The car is also built with airbags for side impact in the front seats and side curtain airbags for the second row seats.

For the convenience of the passengers, the 2011 Kia Soul is built with a front console with storage, cup holders and door pockets for the front and rear doors.

Standard instruments include a digital clock, tachometer, display for external temperature, trip computer and low fuel level warning with light and alarm.

The non-living version became a sensation last year when Zhu-Zhu pets were the must-have toy for the pre-teen set. Suddenly, hamsters - living and stuffed - went from cute to cool. And when sex can't be used to sell, cool is. 

Enter the advertising campaign for the Kia Soul featuring hamsters. It has a catchy tune with the hook, "You could go with this/Or you could go with that." It makes a comparison between the Kia Soul compact station wagon and mundane objects like a toaster or a car cut out of a cardboard box. The hamsters roll down "Hamsterdam" Avenue in what is the Hamster version of New York City. And to add to the cool, the hamsters are dressed in hoodies and baggy clothes to look like urban youths. 

The message: The Soul is a great car if you're a young city-dweller who likes rap music. 

But I don't see it that way. If Kia really wanted to portray its "youth" model as being just right for city kids, why not actually show city kids? White, black, Hispanic, Asian, doesn't matter. Why not all of them? The hamsters are condescending and insulting to urban, and especially urban African American, culture.

Kia has taken a chance and failed to try to make urban look cute and cuddly. There is nothing cute and cuddly about it. It's hard for me to talk about a culture in which I have no direct experience, but I have a lot of respect for the norms that exist. It may not be the ideal image for everyone, but it sure is the ideal for the target demographic the ads are trying to reach.

Looking At The New Ferrari F430

Last year it was Lussos that were in the Prancing Horse flavor–of–the–month club. Their values languished in the “why–would–you–want–one–of–those” $125,000–$150,000 range. Today, there are folks standing in line to buy great ones at $250,000 plus, and cars with period race history have cracked the $400,000 barrier.

Now it’s the 275 GTB/2s that are making their run.

But before we talk prices, a short history lesson. These cars are properly called just 275 GTBs. That makes sense, because when they were built, there were no longnose or four–cam models being produced. It’s just like with Jaguar E–types: The pre–1968 cars were never called “first series,” not until the second series was introduced.

The 275, with its sensuous Pinin Farina–designed and Scaglietti–built body, is a study in mechanical evolution. The four variations are the original 275 GTB (referred to hereafter as the 275 GTB/2 shortnose), the 275 GTB/2 longnose, the 275 GTB/2 longnose torque tube, and the 275 GTB/4.

The 275 GTB/2 shortnose entered series production in 1964 with S/N 6003. It was Ferrari’s first attempt at incorporating four–wheel independent suspension and a rear–mounted transaxle into a production car. It was also one of the final cars built by Ferrari that made a real attempt at being a true dual–purpose car, as capable of winning races as cruising down to St. Tropez in the summer.

The 275 was and continues to be visually breathtaking. In addition to its classic and sensual body lines, it offered more–than–adequate performance, nimble handling, and the sounds of a screaming V12 rated at 280 hp (but actually producing about 260). But cockpit comfort and ventilation, rustproofing and the driver’s rear vision were not high on the design committee’s agenda.

Add in brakes that were described, in period, as “adequate” and a sexy squared–off nose that caused aerodynamic front–end lift and vague steering over 100 mph, and the end result was high–speed driving that was exciting and kept a driver busy, to say the least.

The 275 also had a solid–mounted driveshaft, with no U–joints, but instead a center–mounted bearing that required the crankshaft centerline, the driveshaft, the center support bearing, and the gearbox input shaft to be in perfect alignment or your teeth would be vibrated loose.

These user–cruel features, all well known to Ferrari cognoscenti, combined to put the 275 GTB shortnose at the bottom of the 275 GTB food chain. A total of 246 were built, with S/N 7827 as the last shortnose.

The only major update during shortnose production, beginning with S/N 7315, was the decision to make the firewall, the entire floor, and the rear bulkhead in fiberglass, which helped to prevent the rust problems endemic to the earlier cars.

The 275 GTB longnose entered production in early–mid 1966, starting with S/Ns in the 7800 range. Its longer, lower front–end shape cured the aerodynamic lift problems, and a new driveshaft with constant–velocity joints solved the driveshaft vibration. A larger back window improved rear visibility, and dual side–mounted fuel tanks allowed the spare to be lowered, which coupled with external trunk hinges, provided more trunk room.

At the same time, the cylinder heads were fitted with improved valve guide seals, helping to reduce the typical early Ferrari exhaust smoke problem. About 102 longnose, CV-joint 275s left the factory.

In mid–1966, at S/N 8305, the “interim” driveshaft was replaced with a torque tube between the engine and gearbox, eliminating all driveshaft vibrations. About the same period, the brake system was updated with a much–improved master cylinder and power booster, improving the braking from “adequate” to “acceptable.” About 108 of the 275 GTB longnoses were delivered with torque tubes.

The final iteration was the four–cam. Beginning with the prototype, S/N 8769, the new–and–improved 275 GTB/4 featured a dry–sump engine, with six dual–throat Webers standard (they were optional on some earlier models). Breathing and performance from the four–cam heads was much improved, with 300 claimed horsepower. Production ended with S/N 11069 for a total of 330 cars.

Shortnose 275 GTBs have jumped from the $200,000 range to the $275,000 range in only the last year, with almost all cars sold staying in or going to Europe.

There are two factors at work here. The first, although surprisingly not the most important, is the continuing devaluation of the American dollar against the euro. Cars with asking prices in cheap American “pesos” are simply 30 to 40 percent less expensive to a German, Swiss, English or French buyer than they were 18 months ago.

Second, and most important, is the continued rise in interest in events such as the Tour Auto, the Modena Cento Ore and the Tour d’Espagna. The cut–off date to be eligible for an overall win is generally 1965 or 1966, the final build years of the 275 GTB/2, although later cars can enter. European collectors are known for being less risk–averse than their often–timid American counterparts, and these “balls–out” events give them a chance to run their cars hard on hillclimbs and race tracks.

But as the numbers of applications continue to climb, event organizers look for cars that are increasingly exotic. They could easily fill their entire fields with 1965 Porsche 911S’s, but instead try to have as many rare high–performance cars as possible. Hence the appeal of the 275/GTB2, as it was built in the right period, has a great look, and, of course, is a vintage V12 Ferrari.

Is it too late to get a great buy on a 275 GTB/2? If you mean in relation to last year’s prices, yes. But Ferrari isn’t building any more, and the number of rich guys who want to play hard with their toys continues to increase. Assuming the global economy continues to march along, there is no reason to expect that prices won’t continue to rise to the tune of 10 to 15 percent per year.

Audi R8 V10 sports (2007 – ) first drive

A lighter, faster, more powerful  GT has just been announced for those who find the standard car just that little bit tame.

Based on the, the GT features a new front splitter, air-smoothing ‘flicks’ on its front corners, matt carbon side blades, polycarbonate rear windows, a lightweight engine cover and a fixed rear wing. Black 19-inch wheels, bazooka-sized exhausts and tinted rear light clusters top off the external mods.

Lift the carbon fibre-reinforced rear deck and you’ll find a reworked version of the standard 5.2-litre V10 engine. Various software and mechanical enhancements have yielded an extra 42bhp and 7lb/ft of torque, bringing the total output to 552bhp and 398lb/ft.

The extra power, allied to the R8’s 100kg weight loss brings the 0-62mph time down to 3.6 seconds and ups the top speed to 199mph.

Lower suspension with revised geometry and optional ‘cup’ tyres should ensure that the R8 GT’s handling is a touch sharper too. The stability control system has a reprogrammed Sport setting, which Audi says “allows spectacular, but safe, oversteer when accelerating out of a corner.”

Quattro four-wheel drive remains, but with 85 per cent of the power heading to the rear wheels in normal driving, although up to 30 per cent can be channelled to the fronts if needed. A six-speed .

 

Only 333 examples will be built, with just 33 heading to the UK. So if you want one, we would suggest you head down to your local dealer as quickly as possible with the £142,585 required to park one in you garage.

That should give you just enough time to decide between Samao Orange, Sukuka Gray (pictured), Ice Silver or Phantom Black paint.

Snick first gear through the Ferrari-style exposed metal gear gate. Build the revs until the 5.2-litre V10 howls like the Berlin Symphony Orchestra. Drop the clutch…and hold on.

First gear is over in a blink of an eye. The engine – also found in the Lamborghini Gallardo – picks up like few other engines, and is the only I’ve driven that allows you to feel the torque curve, rather than imagine it on a piece of paper.

Hit the 8,700rpm redline, reach for second and do it all over again.

 

If it sounds as through I’m won over by the latest

incarnation of the R8, you’d be spot on. It takes the excellent V8-engine version and raises it to all-new heights.

Audi’s engineers haven’t simply dropped in the 5.2-litre V10 engine behind the seats, they’ve given it a thorough working over to make the big vee rev like a motorbike. That means this astonishing engine – also found in the  and Audi S8 – revs to 8,700rpm.

But more importantly, fact fans; there’s a 517bhp dollop of power that peaks at 8,000rpm and a massive wedge of torque – 391lb/ft – that kicks in at 6,500rpm. And the R8 V10 has the best power to weight ratio of any Audi yet – an eye watering 319bhp per tonne.

This adds up to headline figures that would be no embarrassment to any member of the supercar set: 0-62mph in 3.9 seconds, and a 197mph top speed – both markedly more impressive than the R8 V8.

There are plenty of superlatives to describe the R8 V10. Audi says it’s the fastest, most powerful and highest revving, as well having the best power-to-weight ratio and retaining the strongest used values in its class. Alongside the Porsche 911 Turbo no car accelerates faster.

But it’s the way the power is delivered that really impresses. It’s tractable from low speeds, easy to drive around town and b-roads can be devoured at an alarming rate using only third and fourth gears.

Like the standard car, the steering is a sensation with hydraulic assistance providing enormous levels of feedback. On the road the front end seems to have so much grip understeer is virtually non-existent, and because 65 per cent of its power is sent to the rear wheels you get a little tail-out action – but not too much.

If there’s one criticism about its road manners, it’s that the car feels wide and we’d expect it to take a little longer than the afternoon we spent in the R8 to become fully accustomed.

But in every other respect, it’s an incredible piece of engineering. The ride is firm but very comfortable; road noise is minimal and there’s only the howl from the engine when you want it. It does the whole GT thing better than some genuine GTs we’ve driven.

Even steep speed humps were tackled without a scrape or bang.

We tried both gearboxes which will be available from launch. The six-speed manual’s gearstick has a longer throw than expected and needs to be manhandled through the exposed gear gates. The six-speed R Tronic is an automated manual, meaning the driver needs to lift off to make a smooth change, else it’s quite jerky.

An Audi insider told us a version of the S Tronic (or DSG) gearbox is on its way as they’ve only just managed to make it handle the V10’s awesome power.

The standard brakes offer a good, progressive feel and vicious stopping ability, although a costly ceramic set is available for those interested in ultimates.

At around £20,000 more than the V8-engined R8, the V10 is a lot of money, especially when you try to find the visual differences. Ten points to those who spotted the new rear diffuser, fifteen to those who saw the high gloss grilles and twenty if you noticed the extended vents in the side ‘blades’.

But it’s not really as though the R8 doesn’t stand out in a crowd already.

More impressive than the exterior tweaks is the extra equipment offered. It’ll cost around £10,000 to add these new bits to the R8 V8, so that extra £20,000 starts looking a little more realistic.

Looking At The New Ferrari F430

Ferrari is expected to define the leading edge in automotive styling and technology, and its new F430 promises to be no exception. A replacement for the 360 Modena, this new entry–level Ferrari debuted at the Paris Motor Show in late September.

It continues the “new” Ferrari look that began with the Enzo, and incorporates multiple design elements lifted from its big brother. The F430 also boasts a new 4.3-liter, 490–hp engine, a unit based on the 4.2–liter V8 now found in all Maserati models.

STYLING—The basic look of the 360 Modena, itself an evolution of the F355, has further evolved in the F430, though it is less of a styling leap than the 360 was when introduced for the 2000 model year.

In the front, the F430’s Enzo–esque headlights are near vertical, while the 360’s are horizontal. The F430’s front air intakes are larger and feature a small splitter in the middle, again, like the Enzo. The 360’s small, sculpted “nose” in the center of the bumper has been eliminated for a cleaner look, and the air duct on the trailing edge of the F430 front spoiler is also much larger than the one on the 360.

At the back, the F430’s rear air intakes and lower air intakes continue the Enzo influence, as do the taillights, mounted high on the rear fascia. The F430 has five cutouts on each side of the engine cover, compared to none on the 360 (though there are four on the 360 Challenge Stradale). The rear air diffuser is more prominent on the F430, with vertical canes similar to those found on the Enzo. The rear bumper is much more cleanly integrated into the rear body than on the 360.

HARDWARE—While the F430 has an aluminum spaceframe similar to the 360, its engine is a Maserati–based, 4.3–liter, 90–degree V8. It kicks out 490 hp and 343 lb–ft of torque, an increase of 90 horses and 68 lb–ft over the 360 Modena. This boosts the power–to–weight ratio significantly, even though the F430 grew to 3,197 pounds, from the 360 Modena’s 3,064. Each of the F430’s horses has to move just 6.52 pounds, compared to 7.66 pounds/hp in the Modena, and 6.64 pounds/hp in the Challenge Stradale. Ferrari claims the F430 can reach 62 mph in 4.0 seconds, with a top speed north of 196 mph.

The F430 is the first V8 Ferrari to feature driver aid controls on the steering wheel, as seen previously on the Enzo and 612 Scaglietti. A knob on the right—known to Ferrari F1 drivers as the manettino—controls the car’s dynamic modes (sport, race, etc.). The now de rigeur paddle shifters bang off shifts in as little as 150 milliseconds, transmitting power through Ferrari’s new electronically controlled differential, another technology lifted from its F1 team. Dual–spoke, 19–inch wheels similar to the Enzo’s are fitted, and carbon–ceramic brakes are a reported $20,000 option.

NEW AND OLD TOYS—When the F430 first arrives in the U.S. in late March or April, MSRP will be in the $200,000 range. Of course, like all new toys for rich boys, it will sell for far above window sticker on the immediate secondary market. If you are not near the top of the list with your local Ferrari dealer and want to be the first on your block to own an F430, plan on spending $245,000-$250,000 to put one in your garage.

If you’re thinking that now would be the time to get into that 360 you’ve always wanted but couldn’t afford, that’s not quite the case. Yes, prices have dropped slightly, as six months ago a fully loaded 360 coupe had a window sticker of about $185,000 and was selling for about $10,000 over on the secondary market; in early winter that number had dropped to sticker. (The 360 Spyder has seen a similar drop of about $10k, to $230,000 from its six–month–ago price of $240,000 on the secondary market for a $210,000–window–sticker car with all the bells and whistles.) But these are just minor shifts, more attributable to the uncertainty that involved the presidential election and the looming thought of snow on the ground.

Further, as Ferrari has stopped 360 production to ramp up for the F430, the supply of new cars is drying up. This ensures that prices for the last of the 360s will firm up just as spring approaches. Expect the market to stay in the $10,000–over–sticker range—and maybe even a bit more on the Spyders, as we should not expect a U.S.–model F430 Spyder until the spring of 2006.

TIMING THE MARKET—This means that if you’re in the market for a 360, you should either put down this magazine and buy while there is still snow on the ground, or plan to wait until next winter. If you are looking to sell your 360, you’ll get an optimal price once the snows clear. But parking your Ferrari for a few more months while continuing to make those payments may not make sense when we’re only talking about an extra $10,000 to $15,000.

As for the older Ferrari V8s, a fully loaded 1999 355 Spyder with low miles and all the services was selling for about $115,000 six months ago and is now down about $5,000, again more due to the winter effect and the election rather than in any reaction to the F430. I really don’t expect to see much movement in the V8 Ferrari market for at least a year or so after F430s begin to make it to our shores.

Remember, if there is one thing Ferrari has mastered in the past decade, it is less automotive engineering and more branding and marketing. With high demand for all things Prancing Horse and a cleverly limited supply, you won’t be seeing any “move out the metal” sales with low interest rates and sweetheart leases to be had. It’s rarely empty–pocket bargain hunters you see sniffing out the best prices on new Ferraris; rather, it will be shrewd businessmen who are looking for the best possible deal on a piece of merchandise, just like they do in their d ay jobs.

New Audi E-Tron Concept Car.flv

The creative team at Ingolstadt must be chortling into their Weizenbiers – by releasing the Europe-only they’ve rubbed more salt into the wound.

If you can stand to read further without gnashing your teeth, here is what we WON’T be getting.

The strongest new contender on the European performance-hatch scene, the RS 3 has virtually the same running gear as the ; a 340 hp, 2.5L, turbo-charged inline-five cylinder mated to the S tronic dual-clutch, seven-speed transmission.

It sprints from 0-100 km in just 4.5 seconds, yet consumes only 9.1L/100 km of fuel.

Nimble on dry pavement and in the slippery white stuff, the RS 3 boasts the latest in Quattro technology – although the front-biased hatch doesn’t get the trick new torque-vectoring sports differential.

Outwardly, the RS 3 Sportback looks lower, and more potently athletic than the milder A3. Muscular carbon-fiber reinforced plastic fenders wrap around slick, 19” rims – behind which peep huge cross-drilled rotors. The tweaked chassis is 22mm wider, and sports beefier sway bars and firmed-up springs and dampers.

A cute little spoiler tops the rear hatch, while the aggressive front grill features gaping air intakes.

At the recent “Fascination of Quattro” event held at the Mecaglisse facility nestled deep in Quebec’s Laurentian Mountains, journalists were invited to drive a variety of Quattro-endowed Audis around a winding and icy track. 

Only 333 Audi R8 GT will be produced, so if you are looking for one than go fast. In fact, only 10 are slated to hit US market. Recently, Audi has announced price for the model R8 GT and it will cost you $198000.

This is the latest name added in R8 super car family and with more power. Audi has dropped 220 pounds from the standard version of R8. The Audi R8 GT will hit the showrooms in 2011 summer.

It has been like this for me since I was a young girl. I honestly thought nothing else could ever affect me in that same way. Then I saw  in 2008, and suddenly, I was like a schoolgirl with a new crush.

The Audi R8 is a supercar among supercars and as a woman who loves attention, this car is at the top of my list for standing out in a crowd. I live in Vancouver and see those other cars often – the R8 has uniqueness to it.
The R8 came out at a great time for Audi. Giving the brand some much needed renewed ‘street cred’ if you will.

This car is exceptionally hot. The forceful looking front nose, large side vents, the oval shaped twin tail pipes and incredibly wide back end look like nothing else. This Brilliant Red Audi R8 with all black leather interior has everybody staring. I feel like a movie star.

It would take a movie star salary to afford this handsome car. I am driving the 4.2L V8 that starts at a cool $144,000 and you can add options like a Bang & Olufsen sound system, navigation and the Carbon Sigma and side blade; bringing the total cost of my test car to just under $162,000.

Driving down the highway, kids are taking pictures from the window of their . While stopping for groceries, a lady asks to take a picture of it and she doesn’t even know what it is! Her exact words – “Oh my god! This is the sexiest car I have ever laid my eyes on!” I couldn’t agree more.

I couldn’t resist opening the door and letting her and her husband have a seat inside. His eyes were glazed over and I knew he understood what a great piece of machinery he was lowering himself into.

I realized for a brief moment that I might be taking my job for granted in recent times. I have got so caught up on the horsepower and engine size that things like the interior design has almost slipped from my thoughts.

This couple can’t stop raving about the gorgeous looking interior. All the dials, control buttons and knobs are meticulously placed with the driver in mind. The fit and finish is impeccable with flashes of chrome in all the right places .
 

Audi launches R8 sedan in India

As the luxury car market in India is growing, German luxury car-maker Audi has launched its powerful sedan Audi R8 5.2 FSI with V10 engine in Indian market.

The company introduced the R8 with V8 engine in India in 2008, which is the latest car is the upgraded version. It has been priced at Rs 1.35 crore in India.

With the launch, the company aims to garner a 25 per cent market share this year, up from the current 20 per cent. At present, Audi sells the A4, Audi A6, Audi A8 series and udi Q5 and Q7 SUVs in India.

Audi R8 is a German based luxury car that is designed worldwide and is packed with elegant and high end techno looks. It is highly attracting the people all over the world. The company’s success is recognized by their creativity, commitment and enthusiasm that they have promise to deliver to all those values to their customers. It is one of among those finest and branded cars that have fabulous exteriors and interiors. The car is popular among people all over the world and capturing the attention of young generation.

The car features a choice of LED or Xenon headlamps surrounded by LED running lights and indicators. LEDs are also used in the engine bay to make the impressive V8 visible even at night.

Both a standard manual and an automated manual transmission are offered. Claimed zero to 62 mph time is 4.6 seconds, though this number is likely conservative.

Interior
The interior has a driver-oriented cockpit architecture, integrating the driver between the dashboard and the high center console. The instrument panel above the console is angled slightly towards the driver. The flat-bottomed steering wheel is a typical feature of the sportiest Audi models, and also enables comfortable sports car entry and exit.

The sports seats are trimmed as standard in a Leather/Alcantara combination, or optionally in full leather. Alternatively, the R8 can also be fitted with bucket seats, specially developed by quattro GmbH. There is plenty of room for the two occupants, with comfort levels well beyond the norm of high-performance sports cars. There is space behind the seats to stow large bags, or even two golf bags. The luggage compartment at the front has a capacity of 100 litres.

With numerous trim variants and applications in Piano finish or Carbon sigma, there are few limits to the range of customization options for the interior.

The drivetrain
At 7,800 rpm the 4.2-liter engine delivers 309 kW (420 bhp) of power output. Peak torque is 430 Newton-meters from 4.500 to 6,000 rpm. And no less than 90 per cent of this maximum torque is maintained consistently throughout a wide engine speed range from 3,500 all the way to 7,600 rpm. As a result of these qualities, the eight-cylinder power unit provides ample thrust in most driving situation.

The engine is a high-revving unit. The maximum engine speed is 8,250 rpm. Two transmissions are available: a manual 6-speed gearbox or optionally the Audi R tronic sequential-shift gearbox, with a joystick gear-shift on the center console and, most especially, the paddles mounted on the steering wheel. 'Shift by wire' technology provides for very fast gear-shifting and an outstanding power-to-weight ratio, allied to compact gearbox dimensions. The Sport mode, with its fast shifting, guarantees the absolute maximum in terms of driving fun. An automatic mode can also be selected.

The car is fitted with permanent four-wheel drive, which distributes the power variably to the front and rear axles by way of a viscous clutch. On the Audi R8 the legendary quattro system is adapted to the axle load distribution typical of mid-engined cars.

The chassis
The chassis features forged aluminum double wishbones at the front and rear. At the front they are triangulated, while at the rear the top one is triangulated and the bottom one is a triangulated wishbone with a track rod. This provides for optimum wheel control, and is a geometry which has proved itself to be the ideal solution in delivering agility, maximum steering precision and precisely defined self-steering characteristics.

Direct, hydraulic rack-and-pinion steering provides optimum feedback to assist the driver.

The spring and damper set-up is stiff in order to deliver maximum driving dynamics, while still providing a quite astonishing level of ride comfort. This is particularly true when the 'Audi magnetic ride' adaptive damper system is chosen as an alternative to the standard gas-filled shock absorbers.

Instead of the conventional damper fluid, a magnetorheological fluid is used -- in other words, a fluid whose viscosity can be influenced by an electromagnetic field. This effect enables the damping characteristic to be influenced electronically at will and instantaneously, by applying a voltage to the electromagnets.

Audi magnetic ride uses this property to deliver the correct damping forces in every driving situation. A computer determines the prevailing driving situation in a matter of milliseconds. Drivers can choose from two driving programs depending on whether they want to drive in a highly sporty style -- with the magnetorheological fluid adjusted to a low viscosity -- or with the emphasis more on ride comfort.

The Audi R8 is fitted with 6-arm 18-inch wheels as standard, and can optionally be ordered with 19-inch wheels. The 235/40 size tires at the front and up to 285/35 at the rear provide the necessary road-holding. The mid-engined sports car's long wheelbase and extremely low center of gravity ensure that it always retains maximum stability.

Equipment and trim
Xenon plus lights, LED rear lights and daytime running lights, 18-inch aluminium wheels, an audio system with 7-inch monitor, an anti-theft alarm and Leather/Alcantara interior trim are just some of the items on the extensive list of standard features.

The range of optional extras includes a Bang & Olufsen sound system, featuring an output of 465 watts and 12 specially designed speakers. A microphone-based vehicle noise compensation system adjusts audio levels to changing road conditions and speeds.

The acoustic parking system and a rear-view camera help the driver to maneuver into even the tightest of spaces. The radio/navigation system plus, featuring a large-format color monitor and MMI keypad, combines extensive functionality with extreme user-friendliness.

A total of eight exterior colors are available, from Ibis White to Phantom Black, pearl effect.

Craftsmanship
The Audi R8 is being built on a small-lot production line in a specially constructed new block at the Audi plant in Neckarsulm. The entire production process -- from the bodyshell construction to final assembly -- is organized in the same way as a craft workshop. Small teams of specialists accompany every step of production, ensuring that every one of the maximum of 15 cars per day built is up to quality standards.

BMW M3: A new generation model

The BMW M3 is a high performance edition of the most popular compact car that is BMW 3-series automobile that is made by BMW brand. By benefiting from all the outstanding overall design of the chassis components, a trained driver of a BMW M3 can easily achieve an exceptionally high level of creative acceleration. The model is completely featured with large compounds disc brakes and electronic anti lock that will stop powering the new BMW M3 which is strong, accurate and consistent

 

Here is the early glimpse at a set of M goodies for upcoming BMW 5 Series next year. It has a long roof wearing a few fancy bits of kit. Buyers looking for M Sport package can expect a few minor changes, such as a new three spoke steering wheel, seats in a new design and an amazing M-branded shift knob. We are waiting eagerly for this BMW 5 Series M Sport package.

Once again news is on high that top car maker BMW is producing a hybrid sports car based on its Vision Efficient Dynamics concept. According to sources this car would be named M8.
This M8 will have 5.0-liter V10 with two electric motors for measurement. The BMW Vision Efficient Dynamics concept would be producing 150 horsepower. If everything goes ok BMW’s hybrid super car M8 will launch in 2012.

2010 Brabus EV12 Coupe

The German tuner Brabus unveiled the EV12 Coupe - world’s fastest Gran Tourismo - today at the Geneva Motor Show. The E V12 will be built in limited numbers and will carry a price tag of 478,000 euro ($650,000 at the current rates).

The E V12 is powered by a 6,3 liter V12 twin-turbo engine that develops a total of 800 hp and 1,420 Nm of torque (but limited to 1100 NM). It makes the 0 to 60 mph sprint in 3.7 seconds, to 24 mph in 9.9 seconds, and reaches 186 mph after a mere 23.9 seconds. For street-legal use the top speed of the Gran Tourismo is limited electronically to 217 mph, but can go up to 230 mph is you remove the limiter.

The aerodynamics kit includes: air outlets in the sides, special carbon-fiber sport fenders with integrated air vents, special carbon-fiber rear fenders, rear apron with carbon-fiber diffuser and a rear spoiler.

At the Geneva Motor Show 2010 the BRABUS E V12 Coupe celebrates its world debut as the world’s fastest Gran Tourismo. Based on the new Mercedes E-Class coupes, BRABUS builds a luxurious 2+2-seater in small-series production. It is powered by a BRABUS SV12 R Biturbo 800 twelve-cylinder displacement engine that produces 800 hp (788 bhp) / 588 kW of power and a peak torque of 1,420 Nm (1,047 lb-ft). BRABUS accepted by the German Federal Vehicle Registration Agency (Kraftfahrtbundesamt) as an automobile manufacturer, offers this high-performance automobile capable of reaching speeds in excess of 370 km/h (230 mph) starting at 478,000 Euros MSRP.

Like the fourth-generation BRABUS E V12 sedan the new E V12 Coupe is powered by a BRABUS SV12 R Biturbo 800 displacement engine. Drawing upon decades of experience in developing and building high-performance vehicles the twelve-cylinder engine was fitted into the engine bay of the two-door E-Class.

The basis for this engine is the twelve-cylinder twin-turbo engine from the latest Mercedes 600 models. Displacement of the engine is increased from 5.5 to 6.3 liters (336 to 384 cu. in.) with the help of a special crankshaft, larger cylinder bore and correspondingly larger pistons. Both three-valve cylinder heads are optimized for mixture flow, and fitted with sport camshafts.

Underneath the custom-made hood with integrated carbon-fiber RAM airbox is space for a completely newly developed air intake system. This twin-turbo system was designed from the ground up for the new E V12 generation. It includes two custom high-performance headers with integrated turbochargers and four water-to-air intercoolers. The stainless-steel high-performance exhaust system with free-flow metal catalysts was also custom-tailored for the confined space under the E-Class Coupe.

In addition, the BRABUS engine specialists have developed a precision engine management system that controls injection, ignition and driving dynamics systems. The result is an optimal combination of impressive power yield and eco-friendly emissions that meet strict EURO IV exhaust limits.

The BRABUS SV12 R Biturbo 800 engine is lubricated with high-tech motor oil from technology partner ARAL. It produces a rated power output of 800 hp (788 bhp) / 588 kW at 5,500 rpm. The even more impressive peak torque of 1,420 Nm (1,047 lb-ft), available already at a low 2,100 rpm, is limited electronically to 1,100 Nm (811 lb-ft).

Power is transferred to the rear wheels via a reinforced five-speed automatic transmission and a BRABUS high-performance limited-slip differential. The BRABUS E V12 comes standard with state-of-the-art driving stability programs that can be deactivated at the push of a button.

Performance of the coupe is as exceptional as that of the four-door model: The BRABUS E V12 Coupe sprints from 0 to100 km/h (62 mph) in just 3.7 seconds, to 200 km/h (124 mph) in 9.9 seconds, and reaches 300 km/h (186 mph) after a mere 23.9 seconds. For street-legal use the top speed of the Gran Tourismo is limited electronically to 350 km/h (217 mph). Without the limiter the two-door twelve-cylinder car is capable of speeds in excess of 370 km/h (230 mph).

This extreme performance also places highest demands on the vehicle’s aerodynamic properties. The BRABUS designers went into the wind tunnel to develop a body conversion kit made from high-strength yet especially lightweight carbon fiber. The kit combines sporty design and aerodynamic efficiency to perfection.

The BRABUS front was designed to reduce lift on the front axle and to provide all radiators of the V12 with an optimal supply of cooling air. Air outlets in the sides route the air quickly away from the heat exchangers. Another important design feature was to provide the front brakes with cooling air. Integrated LED daytime running lights further increase active safety.

A wider track means better directional stability at high speeds. Because of that BRABUS has developed special carbon-fiber sport fenders with integrated air vents for the front axle. Special carbon-fiber rear fenders add 60 millimeters (2.4 in.) to the width of the coupe on the rear axle. The BRABUS E V12 Coupe runs on especially wide wheels fitted with high-performance tires from Pirelli or YOKOHAMA. The 19-inch combination is perfect for the enormous top speed the car is capable of. The wheels are 9.5 inches and 10 inches wide and customers can choose from BRABUS Monoblock designs VI, E, Q and S. Tires in size 265/30 ZR 19 are mounted on the front axle. Size 285/30 ZR 19 tires on the rear axle provide optimal traction.

Rocker panels with integrated illuminated BRABUS logo and LED entrance lights route the air stream along the sides with minimum turbulence. They also lend the two-door car a longer, sleeker appearance.

The BRABUS rear apron with carbon-fiber diffuser features a centrally mounted reflector and custom-tailored cutouts on either side for the BRABUS quad sport exhaust system. The BRABUS rear spoiler is essential for well-balanced aerodynamics at high speed.

To make the BRABUS E V12 Coupe not only a superior road warrior but upon request also an extremely sporty racer on the track the suspension was completely redesigned. The redesign includes special suspension components on front and rear axle that offer a wider range of individual suspension settings.

These measures are complemented by a BRABUS coil-over suspension that features a multitude of selectable settings for bound and rebound. The shock absorbers on the front and rear axle feature ten selectable settings for bound and rebound. The ride height has an adjustment range of 35 millimeters (1.4 inches). Sport sway bars can further minimize body roll during fast cornering.

The BRABUS high-performance brake system meets the toughest demands, on the road or on the track. The front axle features 12-piston aluminum fixed calipers and vented and grooved steel brake discs measuring 380 x 37 millimeters (15.0 x 1.5 inches). The rear axle stops on six-piston aluminum fixed calipers gripping discs measuring 360 x 28 millimeters (14.2 x 1.1 inches). The BRABUS high-performance brake system incorporates all functions of the standard Brake Assist system of the Mercedes E-Class.

The interior combines sporty character with luxurious ambiance. An ergonomically shaped sport steering wheel is part of the equipment list of the BRABUS E V12 Coupe as are sport seats upholstered with the finest leather. The seats provide excellent seating comfort and lateral support.