Right now, times are good for Honda as it’s the only major player in the U.S. to show a profit this year, and there’s good reason. Take the new Gen II Honda Fit, for example. Honda brought it into the U.S. in 2006 reluctantly and with low expectations, hinting it would be happy to sell 50,000 units. Then fuel prices jumped, and now Honda’s looking to sell a tick over 90,000 units at the end of this year. And because that original Honda Fit was introduced to the U.S. market during the middle of its model life, an all-new Honda Fit enters for 2009.

The first thing you’ll notice about the new Fit is its more stylish and aero look. It’s as if the nose and tail have been pulled from one another to give it a more forward-leaning, angular stance. The hood and nose are longer, with the front windshield raked with more angle, yet the rear design has more taper and dive to keep the conventional compact shape.

Honda says its biggest challenge was to keep the Fit looking like a minicar but make it bigger in every dimension. The overall length of the vehicle is longer by 2.2 in., wider by 1.4 in., longer in wheelbase by 2.0 in., with more shoulder room and headroom as well. Other key exterior changes include larger front quarter windows, larger, shapelier headlights, and sportier body-kit-like moldings.

The interior gets a host of upgrades as well. All seats on all trim levels are new, but the Sport model cloth seats are huge improvements over those of the previous generation, providing gobs more lateral and seat support. The rear seats, in particular, take advantage of a lower floor and offer a one-touch pivot-down fold-forward control (called Magic Seat) that turns the rear area into a cavernous storage bin with almost 60 cu ft for cargo space.

With that said, don’t be fooled here: This is still a subcompact car storage area with thin floor carpeting and structurally delicate seatbacks. Alternatively, Honda has gone to great lengths to included tons of cupholders (10), storage slots (eight), and even hidden compartments (two) to hide maps, store iPods, or keep other contraband from prying eyes. The gauge cluster and HVAC configuration are completely new and have a more refined, most-definitely non-entry-level feel to them now. In fact, the Fit will offer a new tilt and telescoping steering wheel, as well as a full navigation system and vehicle stability-control system (packaged together) on the highest trim level. Unfortunately, that doesn’t make a loaded Fit a cheap date anymore, listing for a smidge over $19,000 (fully loaded Sport).

We got behind the wheel of a Sport model with the automatic transmission, which includes a set of solid paddle shifters. This is and will be Honda’s most popular model, and for good reason. For something this small and inexpensive, it’s one of the most fun things we’ve driven in a long time. Honda still offers the 1.5L I-4, but due in large part to several key improvements to the engine, most notably the use of a new i-VTEC system, the engine offers better performance and better breathing efficiency, both of which add to improvements in horsepower and torque.

Honda engineers looked at every aspect of the little engine and fought and scraped to make it lighter and more efficient in every way; cooling pathways were redesigned, valve surfaces were increased, intake manifold resonators were improved, and lightweight materials were used wherever possible. The result is higher peak power and a much flatter torque curve — 117 hp at 6600 rpm and 106 lb-ft of torque at 4800 rpm.

Also, in combination with this new power, Honda has slightly modified the manual and automatic transmissions. As mentioned earlier, our Sport model comes with wheel-mounted paddle shifters, which makes running up and down the gears a responsive thrill ride. Shifts are smooth and well-matched with the powertrain, but make sure you get the engine revving. On certain sections of our test drive, where we had several winding road sections, the engine needs to live between 4500 and 5500 rpm as much as possible. Downshifts happen quickly while upshifts are more leisurely. It was during this enthusiastic section of road where we found the most impressive improvements showing themselves.

The Fit’s chassis has been completely redesigned and upgraded in almost every way. In true Honda form, it’s as if Honda has created a 100-point check list and targeted an improvement for every item. First, the body structure is overhauled, incorporating Honda’s Advanced Compatibility Engineering structure, which, with the aid of supercomputers, identifies key stress- and load-bearing areas of the structure, then designs in extra strength to those specific areas with liberal use of high-tensile steel.

Honda engineers looked at every aspect of the little engine and fought and scraped to make it lighter and more efficient in every way; cooling pathways were redesigned, valve surfaces were increased, intake manifold resonators were improved, and lightweight materials were used wherever possible. The result is higher peak power and a much flatter torque curve — 117 hp at 6600 rpm and 106 lb-ft of torque at 4800 rpm.

Also, in combination with this new power, Honda has slightly modified the manual and automatic transmissions. As mentioned earlier, our Sport model comes with wheel-mounted paddle shifters, which makes running up and down the gears a responsive thrill ride. Shifts are smooth and well-matched with the powertrain, but make sure you get the engine revving. On certain sections of our test drive, where we had several winding road sections, the engine needs to live between 4500 and 5500 rpm as much as possible. Downshifts happen quickly while upshifts are more leisurely. It was during this enthusiastic section of road where we found the most impressive improvements showing themselves.

The Fit’s chassis has been completely redesigned and upgraded in almost every way. In true Honda form, it’s as if Honda has created a 100-point check list and targeted an improvement for every item. First, the body structure is overhauled, incorporating Honda’s Advanced Compatibility Engineering structure, which, with the aid of supercomputers, identifies key stress- and load-bearing areas of the structure, then designs in extra strength to those specific areas with liberal use of high-tensile steel.

“We’re proud of the many enhancements that were developed jointly by the Ford and Shelby Automobiles team last year that we’ve now incorporated into the new 2010 Ford Shelby GT500,” said Carroll Shelby, founder of Shelby Automobiles. “Building on what we learned to create the Shelby GT500KR, this new car offers a great combination of power, handling and braking. It is truly a special car that is a great deal of fun to drive.”

With that kind of endorsement, it’s already a sure thing in many fans eyes. The more skeptical will wait to see how it feels in a seat-of-the-pants sense, but with 540hp and 510lb-ft of torque on tap, it’s unlikely to feel like it’s lacking power. The 2010 GT500 gets its power from a supercharged and intercooled 5.4L DOHC V8 that redlines at 6,250 rpm.

Some of the advances made to allow the new Shelby to generate all that power include an open-element intake and conical air filter instead of the more typical factory enclosed flat-panel system. Snaked to a cold-air location, the intake also helps get the coolest air possible into the system, reducing charge temps and increasing horsepower.

Routing all that power and torque to the rear wheels is a six-speed manual transmission mated to a twin-disc clutch. The clutch itself has been upgraded to a copper/fiberglass blend and enlarged to 250mm discs, 35mm larger than the previous GT500’s. To keep the clutch from being undriveable on the street, a unique mechanism controls the intermediate disc, making for smoother launches and shifts. The transmission also gets some improvements to reduce noise and vibration. Fifth and sixth gears are also made slightly taller, accounting for the 2mpg highway fuel efficiency improvements, though a shorter 3.55 ratio in the rear diff boosts acceleration in the lower gears.

All of this driveline work means that the car will accelerate faster than last year’s car, but Ford isn’t saying how much faster just yet. With the similarly-outfitted (but even shorter-geared at a 3.73 rear diff ratio) 540hp GT500KR making the 0-60mph (96km/h) dash in 4.1 seconds, expect similar figures from the 2010 model.

Exterior appearance changes for 2010 are similar to those found on the standard 2010 Mustang. The redesigned slimmer look, improved interior and modernized trim all carry over where they are not replaced by unique elements. Special attention was paid to the front end of the car, which gets a redesigned splitter among other upgrades.

“We worked hard to get as much downforce with as little drag as possible,” said Kerry Baldori, chief functional engineer for SVT. “We worked to seal off the air that comes in the front so it can’t go underneath the car. We spent a lot time sealing components such as the radiator and intercoolor to get rid of all the leak paths. The result of this evolution of aerodynamics is we’ve increased downforce, reduced drag and improved the overall efficiency of the 2010 Shelby GT500.”

The suspension also gets new SVT tuning, with revised spring and damper rates for better roll control, thanks in part to work done in the GT500KR program. Handling is further improved with new 19in Goodyear F1 Supercar tires on forged aluminum wheels.

“All our changes were about making the car to respond as fast and as predictable as possible,” said Jamal Hameedi, chief nameplate engineer for SVT. “The 2010 Shelby GT500 conveys an athletic, confident feel. The shifter, clutch pedal, brake-pedal efforts and overall steering efforts are easier now. We wanted to make sure we had a nice, crisp short-throw shifter that was easy to go from gear to gear.”

The 2010 Shelby GT500 goes on sale in the early part of 2009, though the very first car will be auctioned along side the first 2010 Mustang and the first 2010 Chevrolet Camaro at the Barrett-Jackson auction, January 13-18 in Scottsdale, Arizona.

[source:MotorAuthority]

“For 10 years, Arnage has enjoyed extraordinary success at the pinnacle of the luxury saloon market,” says Dr. Franz-Josef Paefgen, chairman and CEO of Bentley. “The Final Series is a celebration of the Arnage era as Bentley prepares for the next generation of its flagship model.”

The Arnage Final Series will be based on the Arnage T and share its twin-turbo 6.75L V-8 engine. The 500 hp and 738 lb-ft of torque will be enough to move the 5699 lb car to 60 mph in 5.2 sec and reach a top speed of 179 mph. Power reaches the pavement through a ZF-sourced six-speed automatic transmission with manual shifting capabilities. Keeping the power down will be 20-in. wheels borrowed from the Brooklands riding on Pirelli PZero tires and featuring a tire-pressure-monitoring system. Smoothing out the bumps is the Arnage’s recently redesigned double-wishbone suspension with electro-hydraulic shocks and an Electronic Stability Program. As an option, the Arnage Final Series will be fitted with enormous 16.5-in. carbon/silicon carbide brake rotors and eight-piston calipers. Despite being larger than many passenger car wheels, these brakes will actually save 17.6 lb, and, under normal driving conditions, the discs are expected to last the lifetime of the car and the pads twice as long as normal.

The Final Series, of course, will have beauty to match its brawn. In addition to standard Arnage trim, the Final Series will sport the aforementioned 20-in. wheels from the Brooklands, a retractable Flying B hood ornament, air vents in the front fascia, body-colored headlight bezels, a fuel cap machined from billet aluminum, dark-tint matrix grilles, twin tailpipes, and special Bentley wing badges with “Final Series” written across the wings.

Inside, you’ll be treated to leather everywhere from the headliner to the seats, steering wheel, dash, and center console, all of it available in 25 different colors. Up front, “Final Series” will be etched into the door sills, and, of course, there will be wood trim everywhere. In the back, where many Arnage owners spend most of their in-car time, you’ll have a cocktail cabinet and document-storage unit trimmed in leather and a special compartment containing a Final Series flask and shot glasses will fold out from the front seatbacks. To hold your drinks, there are two pop-out tables available in three different unbleached wood veneers. Alternatively, you can drop them into the cupholders that attach to the center armrest. When you’re not using them, you can pop the cupholders off and stash them inside the armrest out of sight.

To spruce up the door panels for the Final Series, Bentley inlaid chrome trim and recessed Bentley badges into the wood trim just below the windows. In the event of inclement weather, the Final Series is equipped with four wood-handled umbrellas strapped into the trunk. To keep you entertained, an audio system with built-in SD card slot and a large screen you can view from the back seat will play all your favorite operas. Check a few options boxes and you’ll also get an iPod interface, a remote control for the stereo system so your chauffer can keep both hands on the wheel, and a Naim 1100-watt, 10-speaker stereo system with next-generation DSP, an automotive first. If you have any special requests, Bentley’s Mulliner shop is happy to accommodate you. Bentley estimates that up to 80% of its customers go for Mulliner add-ons to personalize their car just a little more.

Bentley hasn’t yet named a price for the Final Series, but we expect it will cost more than the $250,000 base price for the Arnage T it’s based on. Whether it will reach the $340,000 territory of the Brooklands remains to be seen and will likely be announced when the Final Series makes its debut at the Paris motor show next week.

[source:MotorTrend]

The new, 414 bhp V8 power unit offers enormous muscle and performance at all times. And the aesthetic design of the new car typical once again of BMW M spells out supremacy of the highest standard.

The new BMW M3 sets the foundation for continuing an exceptional career in motorsport. So every enthusiast sharing the passion for supreme performance may be sure that this model is able to master even the greatest challenge on and off the race track. And last but certainly not least, the new BMW M3 offers the supreme standard of reliability and everyday driving qualities so typical of all high-performance cars from BMW M GmbH.

The First-ever Eight-cylinder to Power a BMW M3

After 15 glorious years in the world of motoring, the straight-six power unit lauded time and again as the Engine-of-the-Year in the two former model generations of the BMW M3 is now giving way to a truly worthy successor. The new BMW M3 comes for the first time with an eight-cylinder power unit. And the specifications of this all-new high-performance engine clearly prove the competence and skill of the engine development specialists at BMW M GmbH gained in a long history of racing success: Displacing 3,999 cc, the new V8 develops maximum output of 414 bhp, together with peak torque of 295 lb-ft at 3, 900 rpm. Perhaps an even more outstanding fact is that some 85 per cent of the engine’s peak torque remains available throughout the enormous speed range of 6, 500 rpm.

The eight-cylinder nevertheless owes its most striking and distinctive forte to the high-speed engine concept so typical of BMW M: Revving all the way to 8,400 rpm, the new power unit offers supreme muscle and performance at all times. Power is transmitted to the rear wheels by a six-speed manual gearbox interacting with brand-new final drive. This combination alone provides an acceleration and power potential reminiscent in its spontaneity and endurance to the dynamic potential of a thoroughbred racing car.

Athletic body design as a visible expression of superior power

The exterior of the new BMW M3 was designed and developed from the start to give the car a truly unique and sporting look. So applying the principle of “form follows function”, the designers at BMW M GmbH, in giving the body of the car its particular look and appearance, have succeeded in finding a perfect match of supreme technology, on the one hand, and authentic sporting design, on the other.

Reflecting this clear-cut principle, the engine compartment lid made of aluminum features an impressive powerdome right in the middle. Together with the recesses right next to the powerdome providing space for additional air intake openings, this special design feature clearly hints to the supreme potential of the eight-cylinder power unit within the engine compartment. The contours of the powerdome and air intakes follow the forward-pointing arrow shape of the engine compartment lid, blending harmoniously into the overall design of the front end even longer than on the “regular” BMW 3 Series Coupe.

The Interior: Tailor-made for Optimum Driving Pleasure

In designing the interior, the specialists at BMW M GmbH have succeeded in offering the occupants maximum driving pleasure in an ambience tailored to their specific needs and wishes. This applies particularly to the driver, with all controls and instruments relating directly to the active driving experience in the car adapted to the supreme performance of the BMW M3 and re-designed from the ground up wherever appropriate.

Double circular instruments with white illumination and red needles, the M leather steering wheel and the newly designed centre console all characterize the cockpit of the new BMW M3. The door cutout trim embellished by the characteristic M logo, the support for the driver’s left foot made of brushed metal, the special design and color of the inner door panels, as well as the trim strip made of high-quality, sophisticated materials exclusive to BMW M such as leather in carbon design or aluminum, all serve to underline the supreme and truly unique position of the new BMW M3.

MDrive Button for the Ambitious Driving Enthusiast

Enjoying the qualities of the new BMW M3, the driver is able to configure several driving parameters individually according to his particular requirements, thus adjusting the car’s behavior and performance to his personal preferences. One option, for example, is to completely deactivate the Dynamic Stability Control (DSC) via the car’s set-up. Electronic Damper Control (EDC), in turn, which optimizes both vertical vibration behavior as well as the car’s dive and roll in bends and when applying the brakes and accelerating by adjusting damper forces, comes with three different settings - Normal, Comfort, and Sports - the driver is able to pre-select at the touch of a button.

Three control maps are also available for precise, on-demand management of the engine. These management functions operate not only on the position of the throttle butterflies in the intake manifold, but also on further factors and parameters significantly changing the behavior and response of the engine.

The optionally available MDrive configuration enables the driver to pre-select the response of the Servotronic power steering. In the process, MDrive is able to follow two control maps varying steering forces between the Normal and Sports setting as a function of road speed.

[Source: BMW Press Release]

Stirling Moss–the car–is styled unlike anything else on the market, even from boutique car builders. It looks every bit the modern interpretation of the classic race speedster Mercedes is going for, and while the modern SLR McLaren heritage is clear, this new edition is wholly different. While the new open supercar Mercedes was again developed in conjunction with McLaren, this one drops the McClaren name in favor of honoring the most famous of Benz pilots.

SLR Stirling Moss Styling - Rolling Sculpture and Totally Unique Supercar

Mercedes-Benz rather curious decision to fit the SLR Stirling Moss with neither a front windshield nor side windows seems like a strange one on a supercar capable of more than 200 mph. Only two tiny front wind deflectors–less than two centimeters tall, Mercedes-Benz reminds us–protect driver and passenger from wind, dust, tiny chunks of asphalt, etc. Helmets will be required for serious high speed driving, but just think how cool and classy you can look with a vintage Stirling Moss SLR 300-style racing helmet!

Only a roofless, windowless car can get away with the huge air scoops aft of the rear seats, which also serve SLR Stirling Moss driver and passenger safety with integrated roll bars. The car’s drastic styling, when compared side-by-side with the famous SLR 300 race cars of the 1950s, does its namesake justice. The SLR Stirling Moss will be the culmination of production for the SLR line, and will see a worldwide release of 75 units. Just 75.

Mercedes-Benz SLR Stirling Moss price sits at EUR 750,000 or approximately USD $1.05 million, and good luck getting one, even if you have that kind cash. This thing is inevitably destined to fetch many millions at the Pebble Beach auctions of the future. Availability at launch will be only to European current customers of Mercedes-Benz.

[source rsportscars]

The sports car was also very popular at car shows and was used in various racing sports, particularly circuit racing and rally driving. Even now, after it has been discontinued, the car remains popular in rally circles and club races. The car was particularly adept at cornering, especially when it was going downhill. As a result, this made it a very common car for mountain pass street races in Japan, known as hashiriyas. The sports car was light, quite powerful, easily modifiable and balanced very well. Keiichi Tsuchiya, the legendary racer in Japan known as Dori-Kin, or “drift king”, had also used the car. In fact, with the Toyota AE86, Keiichi Tsuchiya popularized the sport of drifting. To this day it is still popular in drifting competitions because of its fantastic cornering and early association with the sport.

The Japanese manga and anime series, Initial D, also sparked a new interest in the car among automobile and drifting fans all over the world. The car remains so well received that it has been featured in the high-selling, realistic videogame racing series Gran Turismo. Because of its recent attention, the resale value of the car has increased.

The car was originally released in North America under the Corolla name, which stood for “crown of a flower” and came out in 3 different versions. It was also fairly popular in North America, as one version known as the GT-S stayed in production until 1991. The AE86 sports car was also released in Australia under the name Sprinter, but unfortunately, it did not sell so well because the stock engine was poor. However, many Australian car enthusiasts switched the engine and it has been stayed popular for rally and track racing due to its good handling.

Even though it has been over twenty years since its release, the legendary car is still highly regarded among car enthusiasts due to its wonderful handling and drifting abilities. It continues to gain fame years later since it has been featured in many different car shows, cartoons, games and television series. Since it was also the last of its kind and was used by the legendary drift king, Keiichi Tsuchiya, it looks like the Toyota AE86 is here to stay and drift for years to come.

Michael Russell Your Independent Sports Car guide.

Now, the argument could be made that if you were going to get the equivalent items aftermarket, including wheels, tires, suspension, body, kit and exhaust with the requisite painting, mounting, balancing, installation, etc., that it might add up to about as much — if not more — than the approximately $8,000 premium the Mugen fetches over the standard Civic Si, and you couldn’t package it in financing at the dealer and have it covered no-questions-asked by your helpful local Honda dealer.

Maybe that’s true, but for that amount of coin, I’d expect some substantial improvement in many areas, not least of which under the hood. I could see how you could justify that price if it included the 222-horse Type-R engine offered in Japan and Europe. Never mind the fact that you can buy an unmolested Mazdaspeed3 for around $23k starting, and $27k nicely-loaded that packs a substantial 263 horsepower and 280 lb./ft. of torque. For you math majors out there, that’s a little more than double the stock torque output of the Si.

I know the Honda loyalists, the very fact that I’m comparing a Honda to a Mazda is galling, but putting brand loyalties aside, I find the Mugen Si a tough proposition to justify. Certainly, it will have its takers, but for me, the smart money’s on the hero from Hiroshima.

Today, Porsche still fields a line-up of cars that is 75% rear-engined. Which makes the new Panamera — a front engined, four door sports Porsche — a bold move, despite the success of the Cayenne SUV. When it hits the market next year, the Panamera will be fighting a two-front battle against the Aston Martin Rapide from the north and more than likely Lamborghini Estoque from the south in a few years’ time (though Lambo boss Stefan Winkelmann insists the car has yet to be given the green light). The four door sports car category is brand new, but already the field is getting crowded.

2010 Porsche Panamera Turbo

You need to understand two important things about the Panamera’s development. First, Porsche boss Wendelin Wiedeking, who’s 6ft 2 in., insisted he had to be able to sit comfortably in the back seat. Second, it had to look like a Porsche. Those two facts drove the entire program — and are the reason why the Panamera looks slightly awkward in profile.

The top-end Panamera-variants will do battle with upper crust four-door coupes like the Aston Martin Rapide. At 195.7 in., the Panamera is longer than a Cayenne by 6.9 inches and almost the exact same width at 76 inches to the Cayenne’s 75.9. It’s no SUV though, standing only 55.8 inches tall. Porsche hasn’t released the Panamera’s weight, but despite its dimensions, insiders insist extensive use of materials such as aluminum and magnesium mean the car will be among the lightest large four doors in the business.

Performance will be impressive, thanks to a line up of direct injection engines derived from those used in the Cayenne SUV. Base engine will be a 300hp, 3.6-liter V-6. The volume selling version in the U.S. is expected to be the 400hp, 4.8-liter naturally aspirated V-8. Power junkies will be lining up for the V-8 Turbo, which will boast 500hp. Despite their outputs and performance, all the Panameras will be significantly more fuel efficient than similarly powered S-Class Mercedes or BMW 7 series sedans, insiders claim.

[source:MotorTrend]

The uprated R8 GT3 engine now develops 500 bhp which is delivered to the rear wheels via a newly developed 6 speed sequential sports gearbox. The car ditches the Quattro all-wheel drive system in favor of the classic rear wheel drive layout of a GT racer, since the GT3 regulation prohibit the use of a 4 wheel drive. An updated front end and a huge rear wing spolier help keep the car planted to the tarmac.

The R8 is the first production Audi bearing the name and genes of a successful racing sportscar and is therefore an excellent base from which to build up our first big customer sport programme,” explains Head of Audi Motorsport Dr Wolfgang Ullrich. Ever since the R8 was unveiled we’ve been inundated with enquiries about a race version. With the Audi R8 we will offer customers a racing sportscar equipped with high-calibre technology and the typical Audi qualities, but which is nevertheless easy to handle.

The Quattro system of the road car has been deleted to satisfy FIA regulations (which forbid the use of four-wheel-drive), so the 373kW+ developed by the GT3 R8’s tuned engine is channeled exclusively to the rear tyres. Reprofiled front bodywork and that enormous rear wing and diffuser help increase downforce, but surprisingly the suspension on the GT3 car is largely based upon the production car’s standard equipment. Larger air intakes and heat chimneys help keep the R8 cool in the heat of battle.

The Audi R8, which bears the project name R16 within Audi Sport, was developed under the direction of Audi Sport. Mid August, the first prototype successfully completed a roll-out in the hands of Audi factory driver Frank Biela.

Ingolstadt – For the first time, Audi Sport will offer a racing sports car specifically developed for customer use in the form of the powerful 500 hp plus GT3 version of the Audi R8 which will be available from autumn 2009. The logistics and factory space required for the AUDI AG customer programme will be created over the next few months in Ingolstadt, Neckarsulm and Györ.

headlights, LED taillights, active cruise control, parking sensors, dual-zone climate control, an engine starter button, heated seats, voice-activated controls and a Bose stereo system. You can see the various of mazda 6 reviews. The Mazda 6 is available in two basic trim levels once it hits U.S. dealers - Mazda6 i and Mazda 6 s. The Mazda 6 i is available in SV, Sport, Touring and Grand Touring trim levels while the Mazda6 s is available in Sport, Touring and Grand Touring trim levels. 2009 mazda 6 reviews will give you the information about the

mazda 6 before you can take it to your home. The interior design it the first class. You can see the sporty inside the car. So what are you waiting more. Find here now.