First Drive: 2009 Aston Martin DBS Volante

James Bond's current motor of choice has gone topless. The DBS, Aston Martin's high-protein version of the DB9, has heretofore been sold only in coupe form. That changes with the introduction of the DBS Volante. In Aston speak, Volante means convertible, and S stands for Sport. The DBS is best known for its appearance in the two most recent 007 thrillers. Considering the careening, bullet-riddled ride it endured in the opening scene of "Quantum of Solace," it's best that Our Man James was riding in the closed model.

The conversion from coupe to convertible is straightforward yet well-detailed. Aston eschewed the currently fashionable notion of a retractable hardtop for three reasons: cost to develop, aesthetics, and a desire to preserve trunk space. We applaud the call. The DBS Volante looks fabulous, top up or down. The rich cloth adds a certain "British carriage nature" to the car's appearance, and the boot will at least hold your riding gear (plus its standard umbrella). All Volante tops are improved this year, with more insulation. While the DBS coupe can be had as a 2+2 or a pure two-seater with a package shelf aft of the seats, the DBS Volante is served 2+2 only. Front and rear chassis shear panels have been revised in the name of greater structural rigidity, and the DBS-level suspension has been retuned for open-air duty.


The rest is standard DBS fare: 5.9-liter, 510-horsepower V-12 up front, backed by your choice of Graziano six-speed manual or ZF six-speed automatic transaxles. The bodywork is largely aluminum, plus a few carbon fiber bits. Fully independent suspension. Pizza pan-size carbon ceramic brake rotors. Lots of hand-stitched leather and milled-aluminum trim. A 1000 watt Bang & Olufsen audio system that offers some of the clearest sound imaging to be heard in automobile. And a little aluminum plate in the engine compartment is signed off by the guy who gave the car its final inspection as it rolled off the Gaydon, England, assembly line. There are virtually no options, and if you don't like one of the standard colors, Aston Martin will mix one up to match whatever you like.

2009 Chevrolet Corvette

For once, even 638 horsepower might not be enough. As I slot the ZR1's six-speed shifter into first and tilt my gaze toward the flag girl, for reassurance I give the throttle a quick stab with my heel. The supercharged V-8 responds with a shock wave that momentarily warps my vision and clouts my stomach like a 7.2 on the Richter scale. Maybe I have a chance.
The finish line lies one mile in the distance, somewhere beyond the heat waves; after reaching it, I'll be at very high speed and won't have a lot of tarmac left to stop. Concentrate, Arthur.

Above the background throb of the engine I can hear myself breathing into my helmet, the sound muffled by my Nomex balaclava. A bead of sweat slaloms down my neck. What's taking so long? I turn my head further to my right.

The F/A-18S used by the Blue Angels have their nose cannons removed, inverted fuel pumps and a smoke-oil tank installed, and a special high-effort spring in the flight-control stick (for more precise control). If necessary, each aircraft can be readied for combat duty in just 72 hours.

Maybe I shouldn't have looked. I can see four wheels and a driver, true, but there all familiarity ends. Because aligned with my Corvette on a parallel runway stands Blue Angel 7, an immaculate, blue-and-gold U.S. Navy F/A-18 Hornet strike fighter jet; a $25 million ice pick with razor-blade airfoils and 32,000 pounds of afterburner-fed thrust just waiting to flash-fry me and my ZR1 like a hapless bluefish.

A flurry of motion outside my windshield; the nearby navy personnel are signaling that all is ready. My muscles tense as my heart rate goes triple-digit and once again I turn my attentions to the flag girl between us. She nods at our respective thumbs-up, then raises the flag above her head. My right foot inches down on the gas; the revs climb to 3000 rpm. This race has been months in the making, countless emails and phone calls and planning sessions and signed official forms, but right now all I'm thinking is, "Arthur, don't you dare stall this f-"

The start flag drops.

2009 Pagani Zonda R

This Zonda is purpose made for track use, without restrictions of any competition rules or homologation, with the only exclusion of the passengers" integrity, where no compromise is tolerated according to our philosophy and state-of-the-art safety measures are featured.

The engine is built by the racing specialists at Mercedes AMG, where the championship winning DTM cars are born, as well as the CLK GTR, probably the most devastating and effective weapon ever to compete in the GT series. From it's engine the Zonda R borrows the basic architecture including an ingenious dry sump allowing a low centre of gravity. This self-supporting engine with 750 hp at 8000 rpm and 710 Nm of torque carries a lightweight carbon fibre high- performance intake system, a racing multiple disc sintered clutch and Formula 1 style exhaust system, hydroformed in Inconel 625 and ceramic coated for optimal heat dissipation. The power unit combined with a 6 speed transversal manual sequential synchronised gearbox is designed to satisfy the most ambitious drivers.

The chassis

The central carbon chassis will incorporate a roll cage and a rubber racing fuel tank with 4 fuel pumps and quick refuel filler like on GT race cars. The wheelbase has been increased by 47mm to offer the best stability. The front and rear subframes are brand-new, built to accommodate a new suspension geometry, produced in avional. The magnesium forged rims with central wheel nut and a quick pneumatic lifting system allows fast and effortless changes of the slick tyres.

Bodywork and aerodynamics

The new bodywork has been honed to offer elevated downforce even in low speed corners. The longer front bonnet with flaps, closed underbody and the rear overhang with the adjustable rear wing and race derived diffusor translate into shattering aerodynamic efficiency and will let you experience cornering speeds beyond imagination.

The car displays and logs information about the amount of dowforce that the car is generating at each moment. Combined with the adjustable wings you can easily find the best setup for each track.

Workstation

The interior is designed to accommodate the driver and passenger in bespoke seats, built to offer the best support, when the G-forces from the vehicle dynamics come into question. The Digitek instrumentation provides the essential information and a sophisticated telemetry allows through a variety of sensors to monitor every single component of the car.

2009 Ford Focus RS

The legendary Ford RS performance car brand returns in the shape of the exciting new 2009 Ford Focus RS. For performance road car enthusiasts, the new model will mark a welcome return for the Ford RS badge. This will be the second Focus model to carry the RS mantle and promises another exciting chapter in an exciting 40-year story that began in Germany in the late 1960s and gained momentum across Europe with the launch of the 1970 Escort RS1600.

Jost Capito, Ford of Europes Vehicle Line Director for Performance Vehicles said: We want the new Focus RS to be a serious high performance car as much a car for driving enthusiasts as the one before it and classic Ford RS models of the past. Were staying true to the core RS principles of an exciting, yet affordable performance road car you can live with every day.

Authentic RS presence and style

Before it even turns a wheel, the new Focus RS exudes the presence, sporty style and lowered, meaner appearance expected of a genuine Ford RS. Overt performance styling details mix with subtle revisions to create a planted, powerful stance and the promise of an exciting drive.

The London show car previews the design intent for a final production vehicle, though as development work continues, some final details may change before volume production begins.

The vehicle is finished in a special bright green paint with inlaid metallic flake, a striking, modern interpretation of the 1970s Le Mans Green of the Escort RS1600 era.

The vibrant exterior colour is contrasted with a number of performance styling details highlighted in gloss piano black, including the strip at the leading edge of the bonnet, the deep housings for the integrated front fog lamps and door mirrors with integrated side indicators.

Front and rear quarter panels have been revised to incorporate wider wheel arches and a wider track, complemented by revised, deeper side rocker mouldings. In another visual reminder of the cars performance potential, triangular, RS-badged vents sit behind the front wheel arches. Two classic-style bonnet louvres are both a styling hint at the power beneath and a practical requirement, maintaining correct system temperatures.

The completely new front bumper design for Focus RS incorporates a deep front airdam with a large, mesh lower grille in an extended trapezoid. Stylish and practical, this prominent feature represents the latest Ford "kinetic design" face and also is finished in piano black. Above, chromed xenon headlamps stand out like cats eyes and are framed by matt-black housings with unique additional vents running underneath.

At the rear, a deep new rear bumper incorporates a large venturi tunnel to its lower edge with small vents at each corner of the bumper, emphasizing the cars width. Two impressive chromed exhaust tailpipes sit each side of the black venturi, creating a purposeful rear view for the car.

Above, a unique, twin-element, black RS rear spoiler sits at the Focus RS roofline, echoing both RS models of the past and the World Rally-winning Focus WRC that has been its inspiration.

We believe its vitally important that a Focus RS looks like both a Focus and an RS it needs to be individual, distinctive and overt in its performance styling, but it also needs to show a clear progression from and relationship to Focus ST, said Stefan Lamm, Chief Exterior Designer, Ford of Europe.

High Performance Interior

Inside, this theme continues with a unique and appropriately performance-oriented interior, dominated by bespoke, sculpted Recaro high-performance sports seats, specially designed and trimmed for excellent support, even when driving enthusiastically. Each is colour-matched to the exterior, with ebony leather accents and RS and Recaro logos stitched into each backrest.

Elsewhere, colour brings new excitement to the Focus interior, building on the sporty interior theme of Focus ST with more use of accents matched to the exterior colour, brushed aluminium highlights and overt performance styling. Even the rear seats feature higher side bolsters and a microfibre finish to echo those up front.

The centre console is finished in a stylish gloss, carbon-look trim and metallic highlights abound, from air vents, door grab handles, switchgear and gearshift surround, to unique RS-branded scuff plates on the door sills. These highlights contrast with a black-trimmed roof lining, emphasising the sporty, cockpit feel.

The driver is reminded this is a special Focus at every touch, with a gear lever finished with a six speed gear shift graphic in RS blue, a sporty, three-spoke steering wheel, finished with Ford and RS logos and even aluminium foot pedals. The performance driving environment is completed by three additional gauges from the Focus ST, including turbo pressure, sitting atop the centre console and angled toward the drivers eyeline.

Powerful RS Heart

At the heart of the all-new Focus RS is a specially developed, turbocharged version of the Duratec 2.5-litre 5-cylinder engine. Significantly revised for high performance, this powerplant is targeting an impressive power output of 300PS and over 410Nm of torque, contributing to an excellent power-to-weight ratio.

Such significant increases are not simply the result of altering engine management or boost pressure: starting with the Duratec 2.5-litre block, Ford RS engineers developed unique camshafts, a revised cylinder head and gasket and revised intake and manifold system for the car.

Although the car is still in development, prior to its launch in early 2009, early performance testing indicates a 0-100km/h (0-62mph) time of under six seconds.

A traction Revo-lution

Throughout Focus RS development, Capito and his team have been keeping a sharp focus on creating a car that delivers excellent performance and traction.

Various innovations, developed as a result of customer feedback from previous performance Fords, have allowed engineers to keep the new Focus RS as front-wheel drive, with a limited-slip differential, while still achieving demanding targets for traction, handling and steering.

The new Ford Focus RS is equipped with an innovative front suspension system known as a RevoKnuckle, which is designed to reduce unwanted steering disturbance and torque steer, the impact of torque on steering in front-wheel driven vehicles. Torque steer occurs during hard acceleration, cornering or driving on uneven surfaces, when torque on the driven wheels exceeds grips levels. It is characterised by sudden turning force on the steering wheel and can be exacerbated by vehicles with wide tyres and limited-slip differentials.

In Focus RS, the RevoKnuckle works in conjunction with a Quaife Automatic Torque Biasing limited-slip differential. Ford Team RS engineers have worked closely with Ford's Advanced Research Centre in Aachen, Germany to develop the RevoKnuckle technology specifically for the high performance Focus RS. It allows the simplicity of a traditional McPherson strut arrangement, but with geometry settings that minimize steering disturbances and torque steer, principally a reduction in steering offset.

The Ford Focus is an excellent base for a high performance car agile, responsive and stable, explained Capito. We studied at length how best to enhance these qualities for a high performance model. Our work has shown clearly that our approach in combining a tuned RevoKnuckle with the Quaife differential is an ideal solution for a high performance front-wheel-drive road car like Focus RS.

As you would expect, we gave all-wheel-drive careful consideration, but by combining and tuning these elements and learning from Fords expertise in industry-leading handling, we have managed to eliminate the weight of AWD from the car and still have been able to target a class-leading balance of traction, handling and performance.

The result is a lightweight set-up, that will deliver the right blend of traction and razor sharp controllability in a way no one would have expected from front-wheel-drive, and we believe we have made the right choice, Capito concluded.

Dynamic, agile and responsive

A genuine Focus RS must maintain and enhance the reputation for responsive, precise handling for which Focus is acclaimed and considerable engineering effort has ensured that the new Focus RS will do just that.

Driving quality developments for Focus RS include a 40mm wider track, stronger, longer driveshafts, revised springs and dampers and a thicker, longer rear anti-roll bar. At the same time, the steering system has been retuned to provide an even sharper steering response and very precise feedback.

Brakes also have been uprated, with 336mm ventilated front discs and 300mm rear discs generating vice-like stopping power on road or track. Large calipers peek out from behind unique 19-inch wheels, wrapped in 235/35 low profile Continental tyres.

A special version of Fords ESP system has also been developed for Focus RS, designed to allow a very sporty driving style before activating. Intensive work to refine the natural handling abilities of the car has allowed the ESP system to carry a full de-activation option for enthusiast drivers and especially for track use.

We are refining all the handling characteristics of Focus RS without ESP, to hone its natural responses, rather than use ESP to help its handling. In Focus RS, ESP is a pure safety device, explained Capito.

Reliable and durable

In creating the new Focus RS, Fords Team RS engineers have had to meet the same stringent targets for durability and reliability as those set for the rest of the Focus range.

Despite its many bespoke engineering and styling elements, Focus RS will be built entirely on the main Focus production line in Saarlouis, Germany and offered with a standard Ford of Europe warranty.

A great heritage

The new Focus RS represents a significant moment in the heritage of both the Focus and Ford RS brands.

It is 10 years since the Ford Focus was first revealed to the world at the Geneva Motor Show in 1998, paving the way for a range of Ford vehicles whose exciting design was matched by class-leading driving quality. Since this time, more than 5.3 million Ford Focus models have been built in Europe, including Russia, with the car also built and sold in North America and Asia.

At the same time, the new Focus RS marks the return of the famous but rare Ford RS badge, last seen on the first-generation Focus RS in 2002 and with a distinguished heritage stretching back 38 years including Fiesta, Escort and Sierra models.

RS is uniquely important to us in terms of our performance heritage and World Rally Championship success, while the Focus has played a major part in establishing Fords excellent reputation for driving dynamics," said John Fleming, Ford of Europe President and CEO. "The all-new Focus RS will embrace and celebrate both of these it will be a genuine RS and a genuine Focus and Im confident it wont disappoint in either area.

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911 GT3 Cup S

So abused has the 911 been by tuning houses throughout its long and distinguished career that the sight of another bodykitted, powered-up Porsche courtesy of a bunch of spannered-up Germans is enough to engender the collective ennui.

But when that 911 is a track-only special from the Porsche race team, it's worth another look. This is the 911 GT3 Cup S, based on the already mental road-going GT3 RS and set to compete in the FIA GT3 championship.

The GT3 championship is billed as an amateur series for 'gentlemen drivers', but the Cup S doesn't sound too friendly. The 911's 3.6-litre flat six is near-identical to the boxer engine from the Mobil1 Supercup, and develops 434bhp at a fearsome 8,000rpm - a 19bhp hike on the GT3 RS - thanks to a modified exhaust and revised ECU.

You might have spotted the monster aero kit - which includes an adjustable front splitter - and fat wheels, all of which should help the Cup S to take to the track at quite ungentlemanly speeds. But hold on tight for the price: the Cup S will set you back a massive 250,000 Euros. Plus tax. On the plus side, you won't have to splash out on a tax disc. Or numberplates.

MTM Audi Q7

Unless you are a devotee Euro-tuner, a Fourtitude blogger, or an expat Old World, the name Motoren Technik Mayer may not sound. The Wettstetten, a company based in Germany, was founded in 1990 by an engineer who cut their teeth helping develop the high structured five-cylinder engine that powers the pioneering Audi Quattro. For nearly 18 years, Roland Mayer from the company has been over tuning Audis with VWs, SEATs, coded, Lamborghinis, Bentleys, Ferraris and Porsches. MTM sells a line of fetching quick and sharp parties ranging from tires, brakes, suspension bits, the performance of the engine and parts of the vents, wings and spoilers. The company expects to be successful in the USA Market for the sale of complete vehicles (as well as parts) and is known as the Brabus or Alpine (tuner choice) for Audi.

It shows a list of everything MTM showcase can do for Audi Q7 to be converted in the last ship-Q - seven passengers stealth bombers. Until the front 4.2-litre FSI inhaled through an engine supercharger and air-to-water intercooler, and then exhale through a new stainless steel low-restriction exhaust, moving enough air to provide an enjoyable round of 500 horsepower. Investment push that MTM-badged Brembo six-piston front and four-piston callipers chomping upsized rear rotors (15-inch front/14-inch rear), or lined with giant 21-inch nine-spoke MTM footwear Bimoto Dunlop tires Sport Maxx tires, size 295/35R21. The electronic air suspension is reprogrammed to ride a little lower and manage a little sharp, and the body is clothed with the new fascias, side skirts and gently burned wheel lips. Inside, blue suede inserts adorn all the seats and door panels, front and the head of each house a 10.2 inch DVD or gaming monitor. In all, the upgrade of this comprehensive catalogue \'ute to add about $ 50000 to $ 62K-77K price of a Q7 4.2.

So, how does it work? Considerably better than many of the amped-up \'utes some tuners have inflicted on the idle rich. The extra 150 horses instantly felt like a delayed increase without rest or warp jumping from the cruising speed. In the latter case, the six-speed automatic downshifts with instigates snapshot of sixth to third or second, as appropriate. (On a couple of occasions, the downshift felt a bit harsh, however.) Equally important, when the adrenaline subsidies, the blown 4.2 is ready to go down gently and smoothly, passing comfortably. This is the part many tuners lose.

If the suspension or reprogramming of the substantial increase in unsprung weight is to blame, there is a lot of energy that is transmitted from the road to the body structure, unless the suspension is set for the Comfort mode. The impacts are more severe in dynamic mode, increasing the concern for inciting buzz, squeak and rattle problems in the long term. A large number of blade noise generated by these tyres summer penetrates the cabin. In any event, Bose (optional or Bang & Olufsen), the sound system is easily able to scream no.

The good thing about these trips tuner is that the team is everything to the letter, and if faced with the menu it is possible that for the engine, and the tasteful interior mods body, the floor and leave everything. Find a S5 and R8 forward, and stay tuned for more developments as MTM provides a dealer orders complete with a network of MTM security in the coming months.
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2010 Ford Mustang

Although Ford\'s being doing it tough over the past few years, the current-generation S197-platformed Mustang has been a runaway sales hit since its launch in 2005. Now Ford is giving its reborn ponycar its first serious freshening. The basics will remain the same, but the workover will be thorough. Coupe and convertible bodystyles will still be offered, with V-6 and a variety of V-8 powertrains.

But here\'s the shock news: We hear there is a faction at Ford seriously contemplating fitting the new twin turbo EcoBoost V-6 to the 2010 Mustang. As they try to figure out how to meet 35mpg CAFE by 2020, Ford engineers are wondering whether the V-8 has a long term future. The EcoBoost engine, which is currently scheduled to debut in a performance version of the Fusion, could be the more fuel efficient alternative for Mustang in the long term. Depending on spec, the EcoBoost is capable of up to at least 415hp, and has the torque to match a regular V-8.

Traditionalists need not worry, though - V-8s will still be very much part of the Mustang program for 2010. If the EcoBoost version does make production, Ford would probably offer it alongside the V-8, and let buyers decide which they prefer. There won\'t be much of a price difference, if any - although the base V-6 is a cheaper engine, by the time things like turbochargers are added it\'s basically V-8 money, say our sources.
These two spy photos hint at revised front/rear fascia and lighting treatments.

Don\'t expect any changes in today\'s, base 4.0-liter V-6 offering, as its prime purpose is motivating low-end and rental-fleet Mustangs. But the Mustang GT model\'s V-8-currently a 4.6 liter, SOHC, three-valver-will be replaced by a new 5.0-liter engine that\'s essentially an evolution of the old architecture. In fact, the new 5.0 may even appear in a limited edition run-out series of current model Mustang GTs - is it finally time for the reborn Boss 302?

One Ford engineer confirmed that the work done to create the Bullitt-edition Mustang\'s uprated 4.6 \"has a future.\" That engine, described in our first test story (January 2008) remains internally stock, but breathes better due to a Ford Racing open element, cold air intake system, revised mufflers, a new crank damper (which ups the redline by 250 revs), and revised fuel mapping. This engine management programming allows the use of regular fuel, but switches to a more aggressive timing curve when it detects premium in the tank. The result is 315 horsepower, up from the current GT\'s 300. The Bullitt\'s V-8 is freer and quicker revving than before, and sounds great due to the new intake. There\'s no reason to think the next gen GT\'s powerplant won\'t take its cue from this technology, and thus get the same tricks. Something like 325 to 350 horses out of the new 5.0-liter V-8 sounds feasible.
Single exhaust indicates it\'s likely a V-6-powered mule.

That takes care of standard Mustang models. What about the Shelby versions?

Our intel had the 500-horsepower, supercharged 5.4-liter V-8 in the Ford Shelby GT500 pegged for a two-year or so life-that being 2007 and 2008, perhaps rolling into \'09 depending on how well it sold, and what Shelby\'s own product plans were. Demand has proven strong, and we can confirm there\'ll be a Ford built, developed, and produced Shelby GT500 version of the 2010 Mustang.
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2008 World Rally Championship

The 2008 World Rally Championship will visit 14 countries in a season that lasts 10 months. It's hectic, fast, dangerous but insanely impressive and it all kicks off this weekend with the most famous rally of them all: the Rallye Automobile Monte Carlo. There's a real buzz about this year's WRC. All the teams will be using control tyres from Pirelli and some will fare better than others, especially in the early rounds. We may even see a surprise winner at the Monte.

The aim of the control tyre is to take away one of the biggest variables in the WRC. Just one asphalt-type tyre is available for both wet and dry conditions, and the teams will be looking for Pirelli to come up with virtually puncture-proof rubber following the banning of run-flat mousse inserts.

There's a new team tackling the WRC this year, too. Suzuki is fielding a pair of butt-ugly SX4s for Finnish driver Toni Gardemeister and Per-Gunnar Andersson from Sweden. Expect strong results come the second WRC rally of the year in snowy Sweden. Subaru is talking up its 2008 chances after a lacklustre time of late, and Prodrive boss David Richards is taking a more active role in the team now his F1 dream is over.

There's also the exciting prospect of new works Ford driver Jari-Matti Latvala going balls out to beat WRC über-guru Sebastien Loeb. Latvala's astonishing run of 10 stage victories out of 17 on the last round of 2007 at Rally GB suggests big things for Gronholm's replacement at Ford. Latvala's team-mate, and number one at Ford, is Mikko Hirvonen. The Finnish driver must not be beaten by Latvala this year; the intra-team battle at Ford will be fascinating.

As for the others, Italian Gigi Galli is one to watch out for as Matthew Wilson's new team-mate in the Stobart Ford squad, and Aussie Chris Atkinson is looking like he's ready for his first WRC victory after a number of stage wins last year in his Scooby. But Citroen's Sebastien Loeb starts as favourite once again. The 33 year old has already amassed four consecutive titles and is the WRC's most successful driver. An inspired Gronholm challenged Loeb all the way last year, but Seb on form is untouchable. Only bad luck could interrupt Loeb's progress towards a fifth title.

And one last note about the Monte - the Col de Turini is back! Watch it on TV, or better, jump in your car and head south to see it with your own eyes. Like Tetre Rouge, Eau Rouge or the Corkscrew, it's something you just have to see.

Alfa's in clover

The clover is back. Alfa has announced that its Quadrifoglio Verde (QV) designation - that's a four-leaf clover to those of us of English tongue - will reappear on two end-of-life models. New versions of the GT and 147 will both get a little green badge, and will both be powered by Alfa's latest 1.9-litre JDTM engine.

The clover badge started life as a good luck symbol on Alfa's race cars, but made its way onto road cars in the 1980s on the Alfasud T1 and Sprint. Having adorned hot versions of most Alfas through the 90s, the badge was put to pasture after the 164 QV, but now it's back on a couple of run-out specials.

Though we've no firm word on performance yet, Alfa says the 1.9-litre JDTM turbodiesel should pull the GT and 147 to 60mph in around eight seconds and on to a top speed of 134mph. The QVs get a few extra touches beyond the oil-burner and clover badge, though, including lowered suspension, chrome tailpipes, a smattering of aluminium trim and some other goodies that Alfa is yet to reveal.

With the Brera eclipsing the GT, and the 147 soon to be replaced next year by the 149, Alfa will be hoping that the highly specced QVs revive a bit of interest in its quieter models.

Lancer Ralliart Sports

The new Lancer Ralliart Sports reinforces the identity of the line Lancer (Lancer, and Lancer Ralliart Lancer Evolution), with aggressive driving style and performance that generates a unique product between the Lancer and the GTS 2.4 Lancer Evolution models. The Lancer Ralliart makes effective use of the Lancer rigid unibody and four-wheel independent suspension this mating capable chassis to a turbocharged engine and all-wheel drive.

Mechanics

Lancer Ralliart is powered by the new 4B11 2.0 liter DOHC MIVEC intercooled and turbocharged engine (also used in the Lancer Evolution), which develops an estimated 235 horsepower. The engine is coupled to Mitsubishi efficient Twin SST gearbox clutch, which helps to enhance the sporting nature of the vehicle, allowing the driver to execute lightning-fast, and silky-smooth, paddle-actuated shifts. The TC-SST transmission also operates in fully automatic mode and Sport normal driving conditions.

The Lancer Ralliart Mitsubishi's full-time 4WD driveline features Active Center Differential (ACD). The ACD electronic control unit employs a multi-center of the plate clutch differential, injecting drive a par front and rear according to the different driving conditions to achieve the best balance between traction and steering response on the characteristics Tarmac, Gravel or snow surfaces. Lancer Ralliart is also equipped with front helical limited slip differential and a rear differential mechanical limited slip differential.

Design

In developing the design basis sports and proportions of Lancer, Lancer Ralliart exterior is distinguished by its style more aggressive front bumper design, the rear bumper cover, dual output mute and a lightweight aluminum, which offers made bell cooling air to the turbocharger.

The interior design places greater emphasis on the role of vehicle control y. Lancer Ralliart is equipped with FAST key, hands-free Bluetooth telephone interface, the same double-clutch shift TSM used in Lancer Evolution, and easily accessible mounted on the steering column paddle Changers.

Team and the options available to include: Recaro seats, HID headlamps, 650-watt Rockford Fosgate 9-speaker audio system, Sirius satellite radio, the power of the sun, and a 30-gigabyte hard drive navigation system with the music server digital.

Nissan GT500 GT-R

Now we are torn. Yesterday we saw the Aston DBR9 Le Mans livery athlete in the Gulf and some we found the best racing car of the year.

But now Nissan has taken the wraps off the impressive and GT500 GT-R in Tokyo, and we are all broken.

Because, well, just watch. The GT500 is, as you might have guessed, a version of the racing GT-R (Top Gear Supercar of the Year, no less), which has to compete in the Japan Super GT Championship.

It will compete at the highest level, the GT500 - quite possibly the fastest GT series in the world thanks to a list of regulations that says something like: "Do more or less what they want, as long as you keep in 500bhp. "

As leaf course GT-R puts out some 480bhp, which means it will not be much more powerful on paper. But, as a quick look at (and, more importantly, a quick listen to) this video of the cabin test reveals, there have been some very serious work put into the GT-R 3.8-liter twin-turbo V6. What noise.

Aston Martin Racing Vantage GT2

Aston Martin Racing has revealed the first impressions of his new race car GT2. Known as Vantage GT2, the new car is based on the engine Aston Martin V8 Vantage road car. The new car means Aston Martin is the only manufacturer to offer cars in each category GT: GT1 - DBR9; GT2 - Vantage GT2, GT3 - DBRS9; GT4 - Vantage N24.

For the first time, Aston Martin Racing is designing this car to run on race or the other type of fuel or bio-ethanol E85 (when regulations permit). In 2007, Aston Martin Racing successfully a standard DBRS9 converted to operate on E85. Robin Brundle, Aston Martin Racing's new CEO, said: "The new Vantage GT2 complete our product portfolio for 2008, with competitive cars now available in each category. Through our experience with the DBRS9, we were able to develop a bio-ethanol version, which will be eligible to compete in a growing number of rounds now host this most environmentally friendly fuel, including the American Le Mans Series.

2009 Mercedes-Benz SLK 55 AMG

The has a slight reshuffle with another lower front grille and a new dual exhaust. At work under the hood of the SLK 55 AMG is the familiar 5.5-litre V8 powerplant delivers 355 horsepower and 376 lb.-ft. of torque. The AMG Speedshift 7G-TRONIC, which has been specifically tuned by AMG comes with a lag aluminum paddles on the steering wheel