A Viper race car is nothing new, the car won the race PRO-level since the mid-90s and the stages of both Le Mans and Daytona, the highest rung Competition Coupe GT adorned currently fighting in different classes the world. But what sets the X state, more direct connections to the ACR tram, and it shows how the power of a civil Viper configured exclusively for the title.

As with all 2010 Vipers, the X powered by a 8.4-liter V-10, the rear wheels turn on a six-speed manual transmission. The X-Engine, but the head and a low-restriction exhaust is uncorked, to 40 additional ponies to add a total of 640th, the torque is 45 lb-ft 605th The suspension is fully adjustable and sport higher spring rate to resort to the chassis of the special 18-inch front and 19 inch rear to maximize Michelin slicks. Several aerodynamic modifications, including additional aircraft diving on the front page, with a maximum of 1100 pounds of downforce at 150 km / hour or roughly 100 more than an improved performance to a normal weight ACR.The X money for a good two or three tenth, 4-seconds off 0-for-60-mph time of ACR and 11.8 in the second quarter mile pass at 126 miles per hour. The slicks will also help strengthen the car blur on the street car 1.08 g Skidpad handle, but thanks to the tow lot to expect extreme aerodynamic downforce generating, top speed quickly at around 185 miles per hour possible.

2010 Acura TL A-Spec. For the second time in history, Acura Canada offer their customers a new limited edition package that sold on May 10, 2010 Acura TL for 2010 began. The first time was this package being offered in the TL Type S is a cosmetic redesign in 2003 gave a similar A-spec package. Acura, Honda’s luxury brand, the new TL A-Spec package with a price of C $ 51,290.

The main feature of the new A-Spec package is the Super Handling All-Wheel Drive (SH-AWD), trim all the features of the TL SH-AWD Technology Package includes. Either a 6-speed gearbox or a five-speed automatic transmissions are NAT.

Compared with a standard TL model, the A-Spec Package: 19-inch alloy wheels adds special summer performance tires and the aerodynamics kit full skirt package with front, side and rear. The front and rear of the cars are finished in a chrome grille and rear piece midnight. The last bit of the flair, the “A-Spec badge and” A-Spec “floor mats.

No mention of the number of packets that must be made Acura TL A-spec, but if they take the form of the Canadian A-spec back in ‘03 would follow established in about 800 units to offer.

2011 Porsche 911 GT2 RS. If these Porsche 911 GT2 RS starts at the auto show in Moscow in August, will be the crown jewel of the 997 full portfolio and the line-up. Compared with the previous GT2, the new RS is a rather unexpected and extreme performance with 90 hp more for a total of 620, available at 6500 rpm. Torque from the bi-turbo 3.6-liter six-rises only slightly, from 505 lb-ft from 516, 2250-5500 rpm available. The immense power jerk probably explains why Porsche GT2 went straight to RS in the name of the animal, completely skip level GT2 nickname. Oh, and Porsche says this car around the Nürburgring Nordschleife in 7 minutes, 18 seconds, the skull poppingly is fast. For comparison, four seconds faster than the Dodge Viper ACR and only 20 seconds behind the Ferrari 599XX evil.

The awe-inspiring power, more than any other factory Porsche, is continuously broadcast, only the rear wheels and only a six-speed gearbox, unlike the 500 hp turbo and 530 bhp Turbo S, which are equipped with such an all- wheel drive and the PDK dual-clutch gearbox, at least as an option. Changes off-the-line traction deficit Pokies people, it is no wonder that the GT2 RS allegedly takes 3.4 seconds to get to 60 km / h, while the Turbo S is the use of all-wheel drive and PDK said to his standard performance management in 3.1. (We will both models actually faster in our test, as Porsche’s typically conservative estimates and the fact that we ran a turbo at 60 in 2.9 seconds.) The pecking order is 124 hours for miles back, however. Porsche GT2 RS says that break the barrier in 9.8 seconds with the Turbo S with a delay of one second. After 28.9 seconds on Full Tilt in the GT2 RS, 186 hours will travel miles and top speed is 205 hours a shimmering miles.

The 2011 Audi TTS, in both coupe and roadster body styles, sportiness combines with haunting cultured comfort. The two-liter turbocharged TFSI, and the large number of other modifications pumps 200 kW (272 hp) and 350 Nm (258.15 lbs-ft) torque min, the last from 2500 to 5.000 rpm. With the optional six-speed S tronic, Audi TTS Coupe sprints from zero to 100 km / h (62.14 miles per hour) in 5.2 seconds and accelerates the way to an electronically governed top speed of 250 km / h (155.34 miles hours ). The S tronic Coupe with an average consumes only 7.7 liters of fuel per 100 km (30.55 mpg U.S.).

18-inch wheels with tires 245/40-series, the Audi magnetic ride adaptive damping system, making the sport button and a powerful braking system with four ventilated discs on the Audi TTS is extremely dynamic. The body, which is 10 mm lower (0.39 has) on the volume model had a number of updates in the design data. The most striking of the single-frame grille with aluminum-look horizontal bars and twice the bumper.

A new color, Black Panther, crystal-effect is that for the exterior, the new spectral color combination silver / black for the interior. The instruments have a gray dials. Xenon plus headlights with LED daytime running lights are standard.

Landscape architecture

With its innovative styling was concluded, the first generation of the Audi TT is a visual sensation. The second generation TT Coupe and TT Roadster has made a name as design icons. Awards such as the 2006 Auto Bild Design Award and the 2007 “World Car Design of the Year” document that status. A thick, have a wide base and huge shoulders – two compact sports cars intriguing male lines. Your appearance now is more expressive than ever before.

2011 Porsche Cayenne S Turbo Hybrid. But with this second generation Cayenne, Porsche has taken to heart much of the criticism of the previous model. Most important is that the company has taken £ 400 from the Cayenne. About 70 pounds arising from the elimination of the two-speed transfer. Instead, the new model is replaced by an eight-speed automatic transmission with a lower ratio first gear and more advanced traction control. About 65 pounds were found in other engine and drivetrain parts. The increased use of aluminum in the chassis was 72 pounds lighter wheels and tires 17 shave, an electric parking brake, 13 and 42 pounds away from the structural efficiency.

An enormous amount came out of the body weight, 86 pounds of newly designed doors, 42 eliminated from a brighter interior, 22 from various electrical components, and 17 from various body parts Shell and other structural changes attachment efficiency improvements. Despite the increased weight loss, overall structural stiffness by 15 percent, according to Porsche.

Within the improvement is staggering. The center console mimics the Panamera a beautiful design with a neat row of buttons on a sloping panel. A new instrument panel with tachometer and a central one adjustable 4.8-inch TFT screen to his right has all the information you need primary. In the usual Porsche fashion, the interior is virtually everything an Alcantara headliner to be upgraded, and five different trim options you can select the options box until you’re broke with leather diaper. After a few hours in the new model we have just the old Cayenne and walk inside.

Under the hood, the engines are largely carry over to the twin-turbo V-8 on top of the line and the VW-derived 3.6-liter V-6 at the bottom. But some powertrain upgrades dramatically improve fuel economy. The most important is the conversion of a six to eight-speed. What this does is increase the spread of gear ratios between low and high speed of about 6:01 to 7.2:1. This means a lower first gear to help compensate for the loss of the dual-range transfer case with a higher combined top gear for better fuel economy on the highway.

Dynamically, there are no surprises, especially unpleasant for the race. The Legacy is loose forward progress is characterized by transient responses were betting we so carefully, with an occasional tremor in sharp bumps the thread through the otherwise solid unibody. Like most middle-class, mid-price sedan is progressive understeer, the definition of dynamic train, the trade-off for the ride of a Buick worthy.

Grip, a number of Bridgestone Turanza EL400 M + S-02S (P205/60R-16), only so-so at 0.81 g and 186 meters of brake-70 mph is a pity if this applies to can be almost Each car in this class, a strange train for family sedans.

Subaru pricing seems a bit cheeky sometimes $ 21,690 for a base 2.5i CVT, $ 22,990 as tested. The base price is higher than the get-in automatic-equipped versions of the Ford Fusion, Hyundai Sonata, Mazda 6, Nissan Altima and Toyota Camry. But remember, all-wheel-drive is fried, that most of the other cars did not even offer AWD. With that in mind, along with his other virtues, convincing start to the new Legacy seen as a very attractive offer. Provided you are not in a hurry.

Specifications

VEHICLE TYPE: front-engine, 4-wheel-drive, 5-passenger, 4-door sedan

PRICE AS TESTED: $22,990 (base price: $20,690)

ENGINE TYPE: 16-valve flat-4, aluminum block and heads, port fuel injection

Displacement: 150 cu in, 2457cc
Power (SAE net): 170 bhp @ 5600 rpm
Torque (SAE net): 170 lb-ft @ 4000 rpm

TRANSMISSION: continuously variable automatic with manumatic shifting

DIMENSIONS:
Wheelbase: 108.3 in Length: 186.4 in
Width: 71.7 in Height: 59.3 in
Curb weight: 3364 lb

C/D TEST RESULTS:
Zero to 60 mph: 8.8 sec
Zero to 100 mph: 26.5 sec
Zero to 110 mph: 37.9 sec
Street start, 5–60 mph: 9.2 sec
Standing ¼-mile: 16.9 sec @ 83 mph
Top speed (drag limited): 124 mph
Braking, 70–0 mph: 186 ft
Roadholding, 300-ft-dia skidpad: 0.81 g

FUEL ECONOMY:
EPA city/highway driving: 23/31 mpg
C/D observed: 25 mpg

The first four-door in the business 61-year history, the Panamera in the U.S. in two forms: the S-model, powered by a 400-horsepower, 4.8-liter naturally aspirated V-8 with rear-or all-wheel drive (4S) and a four-wheel-drive, a dual V-8 version with the Turbo 500 horses. Both models come with the PDK seven-speed dual clutch gearbox, which was recently introduced in the 911th S will start at 89,800 U.S. dollars, bringing the 93,800 U.S. dollars at 4S and Turbo back 132,600 U.S. dollars.

A 300 hp 3.6-liter V-6 model is available at a later date, and a hybrid, the Audi 333 turbo hp, 3.0-liter V-6 with a 51 hp electric motor for a combined maximum power of 374 hp.

Specifications

VEHICLE TYPE: front-engine, rear- or 4-wheel-drive, 4-passenger, 5-door hatchback

BASE PRICE (EST): $89,800–132,600

ENGINE TYPE: DOHC 32-valve 4.8-liter V-8, 400 hp, 369 lb-ft; twin-turbocharged and intercooled DOHC 32-valve 4.8-liter V-8, 500 hp, 516 lb-ft

TRANSMISSION: 6-speed manual, 7-speed dual-clutch automated manual

DIMENSIONS:
Wheelbase: 115.0 in Length: 195.7 in Width: 76.0 in Height: 55.8 in
Curb weight: 3950–4350 lb

PERFORMANCE (MFR’S EST):
Zero to 60 mph: 4.0–5.2 sec
Top speed (drag limited): 175–188 mph

PROJECTED FUEL ECONOMY (C/D  EST):
EPA city driving: 13–16 mpg
EPA highway driving: 19–23 mpg

If it came from Australia in 2008 as a stylish Holden Commodore similar to the equally short-lived Holden Monaro-based GTO 2004-06 the aggressively styled tracks Rear-wheel-drive Pontiac G8 theory is suitable to be perfect to brand revitalization of mediocrity. The GXP version, one year later debuted with a firmer suspension, an optional six-speed gearbox, and a Corvette-source, 6.2-liter V-8 instead of the standard car more pedestrian-V-6 and V-8 Mills gave extra hope, Pontiac enthusiasts everywhere.

We have the car several times before, extended to all examples that were equipped with the $ 695-manual gearbox and a shorter rear axle gearbox. But the 1826 GxP that made the trip Down Under, more than half of the standard six-speed automatic if you are seen wearing. Price as tested: $ 40,960, including destination, gas-guzzler tax and a $ 900 sunroof. Now we almost always prefer our own series of gears, but since this is probably the last trip we would with a GXP, we see how it stacked to the manual. To our surprise, it was great.

Specifications

VEHICLE TYPE: front-engine, rear-wheel-drive, 5-passenger, 4-door sedan

PRICE AS TESTED: $40,960 (base price: $40,060)

ENGINE TYPE: pushrod 16-valve V-8, aluminum block and heads, port fuel injection

Displacement: 376 cu in, 6162cc
Power (SAE net): 415 bhp @ 5900 rpm
Torque (SAE net): 415 lb-ft @ 4600 rpm

TRANSMISSION: 6-speed automatic with manumatic shifting

DIMENSIONS:
Wheelbase: 114.8 in Length: 196.1 in Width: 74.8 in Height: 57.7 in
Curb weight: 4037 lb

C/D TEST RESULTS:
Zero to 60 mph: 4.7 sec
Zero to 100 mph: 11.5 sec
Zero to 130 mph: 20.4 sec
Street start, 5–60 mph: 5.0 sec
Standing ¼-mile: 13.3 sec @ 107 mph
Top speed (governor limited): 148 mph
Braking, 70–0 mph: 161 ft
Roadholding, 300-ft-dia skidpad: 0.88 g

FUEL ECONOMY:
EPA city/highway driving: 13/20 mpg
C/D observed: 14 mpg

Three generations of the existence of the Cube, the ultimate xB our shores, the punch of the boxy Honda Element, ’s Scion, and Kia Soul to beat. He rides on a shortened platform a Versa Versa notes?-Model and all four iterations are front-drive, and equipped only with a 122-hp, 1.8-liter. Oh, we will not “e-4WD.” Too expensive, says Nissan.

Speaking of price, it is not much, starting at $ 14,685, which includes stability control and A / C (an Ice Cube?). The price rises, as it works its way through the huge package “really top then $ 20,815 for a loaded Cube Krom. What are the brands Krom, we presume, Cube steak. The two top models in the way a six-speed manual CVT identical to the Versa’s.

Like the XLS is the GT-10-horsepower upgrade for the 3.0-liter V-6 to 2010, now 230 hp. The shift of the six-speed automatic transmission (base 2.4-liter models get a new continuously variable transmission) with the column mounted paddles, we have to 60 km / h in 7.5 seconds, at the end of the faster class taken. Mitsubishi would have gone further. The GT does not have the new six-speed society, dual-clutch automated manual gearbox in the Lancer Ralliart and Evolution, or an increase in performance compared to those used cushier Outlander XLS model. It would have made a genuine Evo crossover with 20-inch wheels and the equivalent of iron rods for shock absorbers, but could not. This is probably a good thing. The cost would be deep in $ 30,000 and would be buyers are scarce.

The GT’s ride is definitely on the sporty side, but it is still not compatible and not screaming in the future, children, or spill their ice cream too. Unlike an Evo, the car decent road noise and noise Tire thunk. In other words, even a GT badge, go-fast-tuning the Outlander has not disappeared from the Deep End for people who occasionally sports.