Audi R8

The 2010 Audi R8 is a two-door midengine exotic sports car offered in two trim levels that correspond to engine size: 4.2 Quattro and 5.2 Quattro. Standard equipment on the 4.2 Quattro includes the V8 engine, 19-inch wheels, an active suspension with magnetorheological dampers, a retractable rear spoiler, xenon headlights, LED brake lights and turn signals, carbon-fiber exterior and interior trim, leather and Alcantara upholstery, power-adjustable sport seats, automatic climate control, Bluetooth connectivity and a seven-speaker stereo with a six-CD changer and an iPod interface. The 5.2 Quattro adds the V10 engine, a "hill-holder" feature for the conventional manual transmission, wider intakes and body sills, glossy (rather than flat) black exterior accents, napa leather upholstery with additional leather interior trim, a 12-speaker Bang & Olufsen sound system, a navigation system and a rearview camera with front and rear parking sensors.

Audi R8

Most of the 5.2 Quattro's accoutrements are available as options on the 4.2 Quattro. Both models are eligible for an Enhanced Leather package that adds leather trim to the dashboard and upper door panels. Body-colored "side blade" exterior styling panels are also available in place of the standard contrasting side blades.
Powertrains and Performance
The R8 4.2 Quattro sports a midmounted 4.2-liter V8 -- clearly visible through the R8's distinctive transparent engine cover -- that churns out 420 hp and 317 lb-ft of torque. The 5.2 Quattro boasts a 5.2-liter V10 good for 525 hp and 391 lb-ft. The power flows to all four wheels (56 percent to the rears by default) through either a traditional six-speed manual transmission or Audi's six-speed R tronic automated manual. The latter features a computer-controlled clutch and can be shifted using either the console-mounted shift lever or steering-wheel-mounted paddle shifters. R tronic also offers a fully automatic mode.

Audi R8

In performance testing, we hustled a manual-shift R8 from zero to 60 mph in 4.2 seconds, dispatching the quarter-mile in 12.7 seconds at nearly 111 mph. In the R tronic model, our times increased to 4.6 seconds and 12.8 seconds at 108.4 mph. The 5.2 Quattro trims the 0-60-mph time to a blistering 3.7 seconds. EPA fuel economy ratings for the 4.2 stand at 12 mpg city/19 highway and 15 combined on cars equipped with the conventional manual transmission, while the R tronic is rated at 13/18/15. Somehow the beefier 5.2 manages to be more fuel-efficient at 12/20/15 (manual) and 13/20/16 (R tronic).

Safety
Standard safety equipment includes antilock disc brakes, stability control, seat-mounted side airbags and knee-protecting airbags. Any R8 owner would do their best to keep from ever deploying those airbags, and the stout brakes should help. In recent testing, a V10-powered R8 managed to stop from 60 mph in an eye-bulging 104 feet.

Interior Design and Special Features
The 2010 Audi R8 has a sleek-looking interior with mostly high-quality materials, although there are a few cheap-feeling bits, such as the hard plastic on the center console and the substandard emergency brake handle. We like the center stack's elegant swoop away from the driver, but this means certain controls require an awkward reach. Also awkward is the race-inspired flat-bottomed steering wheel, which may not telescope out far enough for those with long legs. The seats are superbly contoured for long-distance cruising, but in aggressive driving they could use a touch more lateral support.

Audi claims there's room behind the R8's seats for two golf bags, although your results may vary. There's also a puny 3.5 cubic feet of cargo space in the front trunk, though in practice this less-than-optimally shaped cargo hold can't even swallow that much. Don't plan on stowing more than a duffel bag and some odds and ends.

Driving Impressions
The 2010 Audi R8 rides firmly despite its semi-active magnetic suspension, and road noise is pronounced relative to most other Audis. By exotic-car standards, though, the R8 is remarkably comfortable as a daily driver, and visibility is surprisingly good in all directions. On twisting roads, the R8's preposterous power, quick reflexes and heroic grip conspire to make this 3,600-pound supercar feel almost as nimble as a lightweight roadster. Speaking of power, the V10 adds an appreciable amount as well as a uniquely racy soundtrack, but even the base V8 is one of the best-sounding and most tractable engines we've experienced. We can't recommend the outdated single-clutch R tronic gearbox, though, as its automatic throttle blips on downshifts can't compensate for its cranky upshifts, which manage to be at once sluggish and neck-snapping. The conventional manual transmission, on the other hand, is a joy to operate, featuring an excellent mechanical feel augmented by an audible "click-click" as you row through the exposed metal gates.

http://www.edmunds.com/audi/r8/2010/

Jaguar C-X75

Do not stop innovating, maybe that's the right word to dedicated to Jaguar. Manufacturers of luxury cars and super fast it will soon release a new car type and hybrid-type sports.
British luxurycar manufacturer, Jaguar & Land Rover, today, May 6, 2011, make sure to produce a hybrid sports car, Jaguar C-X75. The plan, jet-powered car called it produced in 2013 and priced 700-900 thousand pounds sterling, or approximately USD 9.9 to 12.7 billion.
Jaguar car it claims will produce only 250 units. Of that number, 50 units have a racing version.
Only, until now Jaguar has not officially announced the specification hybrid technology that will be carried by the car. However, some sources said the car was going to carry a conventional engine 1600 cc four-cylinder engine and an electric motor with a capacity of 140 kilo watt (kW).

Jaguar C-X75

Combined both expected to generate power to 1,000 horsepower. Armed with the power of it, Jaguar C-X75 capable sped up to 330 kilometers per hour (kpj).

Jaguar C-X75

Project leader Nigel Taylor, the previous estimates, the Jaguar is able to accelerate from 0-100 kpj in just 3 seconds only. While acceleration 0-200 kpj achieved within 5 seconds, and 0-300 in 15.5 seconds kpj.
Interestingly, although docking is only done once in six hours, but the cars have traveled distances up to 100 kilometers (km).
In fact, the car can reach is extended to 900 km. It was thanks to the use of micro gas turbine in charge of charging a battery or electric motor plays it straight. In other words, the gas turbine is the heart of stun electric motor to power the car.

Jaguar C-X75

Jaguar C-X75

Jaguar C-X75

The device developed by Jaguar with Bladon Jets, a specialist engineering company British gas turbine, mounted on four wheels.
Soon we will see the greatness and the luxury and super luxury cars in the coming year. We'll see how it went.

Maybach 57S

Maybach 57S

Maybach is one of the cars, known as a sub-brand of Mercedes Benz. But this car has the privilege of not less than its parent. As in the Maybach 57S. In the Maybach 57S there are various advantages that may not be found in Mercedes Benz. Both the interior, exterior, and in the ability of the machine. Clearly, this car is also included in the ranks of luxury cars and classy.
Interior changes include .925 sterling silver "Maybach Manufacturing" badging in seat backrests, new seat stitching as well as new interior colors, trims and paints to update the already incredibly luxurious cabin. Also earnest Front passengers enjoy the reclining front seat That was Previously only found in the longer wheelbase models.

Maybach 57S Interior

Also changed is the massive 6.0-liter bi-turbo V12 engine, now Slightly uprated for a total output of 620 horsepower and 738 lb-ft of torque, while still being mated to a stout five-speed automatic transmission.
Of course, all of That power must be Transferred to the asphalt, and in the latest model of the 57 S year (and 62 S) models will from be shod as standard with new 12-spoke 20-inch wheels in noble sterling silver. All models are Also available in the new Bahamas Blue paint.
That says Maybach Also the aerodynamic signature of the vehicle has been improved, the which helped to reduce Also the interior noise levels and increase of passenger comfort.
Like the rest of the Maybach lineup, the Maybach 57 S is rated at 10 city, 16 highway miles per gallon.
As with all Maybach models, the 57 S does not particularly have a list of "standard" features as EACH model is custom ordered and is highly customizable. In fact, the Maybach does not even publish a content list for its models for the media or customers - to get this information one must visit a dealership to view the massive custom order guides.

Maybach 57S

That said, there are A Few details known about the latest 57 S, but the automaker did That announce new items are available on request, Among Them seat piping the which is hand-braided or refined with crystallized Swarovski Elements, an atomizer and perfume flacon EXQUISITE a WLAN router for wireless internet access.
This state-of-the-art WLAN connection uses HSDPA, UMTS and GSM / EDGE transmission standards. A new mobile phone hands-free system with Bluetooth functionality is Also available in the rear, and a newly developed DVD player in the rear now Also reads the extended DVD formats.

Maybach 57S

As one Would Expect in a luxury executive sedan with a starting price of fast approaching $ 415,000, the Maybach 57 S showcases masterly handcraftsmanship with no compromises in the interior, Nowhere materials of the highest quality abound. Also there are three new interior appointments with different leather, carpet and headlining colors.
That Maybach technology that does not exist in its parent. With all of that user Maybach always made comfortable and faithful in the products it releases.

Audi A7

Audi A7

Recently, the car manufacturer Audi launched the Audi A7 series which has received positive responses from his fans. Because in addition to type sedan, this car is well suited to the needs for fast car enthusiasts but still elegant.
Behind the wheel, you get a sense that the 310-horsepower supercharged V-6 is almost a perfect analogue for the V-8s of just a few years ago. It pulls like a superlux bullet train, willingly ripping through the gears on its way to a 5.4-second 0-60 mph time. Unfortunately, the fuel economy is also roughly analogous to the V-8s of a few years ago: I observed an average in the mid-16 mpg range over the course of a week, and frequently dipped into the 12-14 mpg range on spirited trips. That's the first of the things I don't particularly like about the A7, but it's one I could live with considering the car's positive traits from a driver's perspective.

Audi A7

There's a lot to like about the A7 from a passenger's perspective, too, including a roomier-than-expected rear seat. It's not a long-wheelbase executive limo sort of roominess, but even those a few inches over six feet have space to relax. Up front, the comfort is almost limitless thanks to the highly adjustable seats, except for one small detail, likely an artifact of side-impact crash requirements: the driver's seat isn't centered on the steering wheel.
With the convenience and the genius of this car, it is hoped all interested persons can quickly change and use the beauty of this car. So the Audi lovers will soon be entertained and enjoy the grandeur and comfort soon.

Audi A7

Audi A7

Audi A7 Interior

Lamborghini Aventador LP700-4

Lamborghini is known as a manufacturer of luxury cars and super fast. This always proved to all of their products are always creating cars classy and very attractive fans. After the success of Lamborghini Murchielago, now appear with a product that is named Lamborghini Aventador LP700-4.
Lamborghini Aventador LP700-4 is a two-door, two-seat sports car set to replace the Murciélago in the Italian automaker's lineup. It was launched at the 2011 Geneva Motor Show on March 1. It features a brand new 6.5 litre V12 engine, producing 691 hp (515 kW). It was designed by Filippo Perini of Lamborghini Centro Stile under the direction of Lamborghini chief of design Manfred Fitzgerald.

Lamborghini Aventador LP700-4

Performance is set to be: 0-62 mph (0–100 km/h) in just 2.9 seconds and a top speed of 217 mph (350 km/h). Lamborghini says that the Aventador is two generations ahead of anything else on sale, using Formula One-style suspension and a lightweight carbon fibre monocoque.
The etymology of the name comes from Lamborghini's traditional fascination with the world of bullfighting. In this case, the Aventador was named for a Spanish fighting bull from the breeding stables of the sons of Don Celestino Cuadri Vides. Signed number 32 on his hide, Aventador gained fame in 1993 in the town of Zaragoza, Spain after a notably spirited, bloody and violent battle with a torero that earned it the “Trofeo de la Peña La Madroñera" for its courage.

Lamborghini Aventador LP700-4

Its transmission, a single-clutch 7-speed semi-automatic, is built by Graziano Trasmissioni. Despite being single-clutch, gear-shifts are accomplished in 50 milliseconds.
Production will be limited to 4000 units (4099 Murciélagos have been built). The moulds used to make the carbon-fibre monocoque are expected to last 500 units each and only 8 have been made.
Toughness, sophistication and genius of this car that we will see today. The price is quite expensive, does not make his fans discouraged to buy it. Evidenced by the expiration of all products produced although priced at 3 billion rupiah's. So, let's further Watch the greatness of this car compared to other super cars.

Lamborghini Aventador LP700-4 Interior

VW GTI

VW GTI

The 2011 Volkswagen GTI ranks 1 out of 9 Upscale Small Cars. This ranking is based on our analysis of 20 published reviews and test drives of the Volkswagen GTI, and our analysis of reliability and safety data.
With few changes for 2011, the Volkswagen GTI, a performance variant of the VW Golf, maintains its reputation as a car with zippy performance and a ridiculously nice interior. It's such a great value that we named it the 2011 Best Upscale Compact Car for the Money.
In 2010, Volkswagen overhauled the GTI, adding fresh changes that included chrome exhaust pipes, angular headlights and an upscale interior that rivals Audi. Edmunds says that “The VW GTI's interior is quite simply, the best in its class. It's so nice, in fact, that it could be mistaken for a cabin from sister company Audi, save for the plaid fabric seats.” Its interior and exterior receive minor updates for 2011. All trims have Bluetooth technology, a nicer steering wheel and 18” alloy wheels. VW also added classier features to the premium packages.

VW GTI

VW GTI

Volkswagen hasn’t touched the mechanics -- and that’s a good thing because the Volkswagen GTI is one of the best driving sporty hatchbacks on the market. The 2011 GTI, however, isn’t best in class. But unless consumers plan on drag racing, the GTI is perfect for driving-enthusiasts.

VW GTI Interior

Overall, the 2011 Volkswagen GTI is ideal for shoppers with a little more to spend and want to invest small car that conserves gas, can hold your stuff when necessary and doesn’t sacrifice sporty performance. The 2011 GTI costs a bit more than last year’s model. It starts at about $23,500 for the two-door and $24,300 for the four-door. Reviewers say this is a great price for what you get, but the GTI’s price tag quickly approaches $30,000 when optional features -- like the nearly $3,000 Autobahn package that includes a power sunroof and partial leather upholstery -- are added.


http://usnews.rankingsandreviews.com/cars-trucks/Volkswagen_GTI/

Audi RS5

Audi RS5

The Audi A5 is the most beautiful car he has ever designed: “It’s elegant and powerful, yet free of aggression and arrogance.” But no one would accuse the A5’s hot-rod brother, the new RS5, of a lack of aggression or arrogance—this coupe clearly means business. Wheels as large as 20 inches squat in the wheel wells, a trick automatic spoiler rises from the rear deck, and huge air intakes up front suck in vast tracts of atmosphere while fat, R8-style exhaust pipes shoot the air back out again, burned up and spent. Sounds fantastic, right? Prepare your checkbook, as the RS5 will be sold in the U.S., a fact recently confirmed to Car and Driver by Audi CEO Rupert Stadler.

“To us, the RS5 is the legitimate successor of the second-generation RS4 of 2005 and its successful package,” says Cornelius Fröhlich, responsible for marketing the new hell raiser. We hope this doesn’t mean there won’t be another RS4. Otherwise, it’s good news. The last RS4 was a monster in family-sedan clothing, a four-door with extraordinary power, designed for head-to-head battles with Mercedes’ AMG and BMW’s M division. The RS4 triumphed against the E46 M3 and C55 AMG in an uninstrumented—and thus technically unofficial—comparo, and although it finished third out of three cars in its final shootout appearance, it trailed the second-place C63 AMG by only four points and the champion E92 M3 by 11. With the RS5, we’d say a rematch is in order.

Audi RS5

High-Revving Horsepower, Computer-Controlled Shifting
The RS5 keeps the RS4’s high-revving, naturally aspirated 4.2-liter V-8, but now it’s stronger by 30 hp, for a total of 450. The compression ratio is 12.3:1. High-revving in this case means up to an 8300-rpm redline, so long as the oil is up to temperature; the engine is protected by a 6000-rpm limiter otherwise. It’s no secret that with this engine Audi wanted to show BMW that Munich isn’t the only German town capable of building high-revving V-8s.

You can say bye-bye to the crisp six-speed manual transmission of the RS4, as the RS5’s power is shunted only through a seven-speed dual-clutch automated manual. When we asked whether there would be a standard gearbox offered in the future, Fröhlich told us, sadly, that “the majority of customers in this segment are used to automatic transmissions.” In its favor, the dual-clutch unit—Audi calls it S tronic—allows the driver to include transmission setup as part of the configurability offered by the optional Audi Drive Select (ADS) adjustable chassis system. It also helps that the S tronic box is good. In the RS5, shifts occur without any hesitation, and the quickness produces some sweet burbles and overrun from those twin exhaust cannons out back.

The all-wheel-drive system is upgraded with Audi’s first use of a self-locking crown-gear center differential, and it helps cut nearly seven pounds out of the drivetrain. The new center diff will make its way into other Quattro models as well, and it can direct up to 85 percent of the power to the rear wheels or up to 70 percent to the fronts as grip dictates. Under normal driving, the power distribution is split 40 percent to the front and 60 percent to the rear.

Audi RS5

For the first time in an all-wheel-drive car, Audi has added a software-based, wheel-selective pseudo-torque-vectoring system. Based on inputs from the vehicle’s ESP system, it slightly applies the brakes to the inner front wheel during cornering to effectively curb understeer, a behavior long associated with Audis that was mitigated a bit by the more rearward position of the engine in the company’s latest longitudinal modular platform. Torque vectoring at the rear is handled mechanically by Audi’s optional sport differential, a heavy piece of hardware that nevertheless makes the car feel more light on its feet, shifting power from left to right in search of more grip and balance.

Audi Drive Select sharpens responses even more, and it controls settings for the suspension, sport differential, steering, transmission, throttle response, and exhaust sound. At its hardest-core setting, dynamic, it can virtually eliminate body roll, while normal and comfort modes progressively soften things up. (There’s also a mode that allows drivers to program the various chassis elements individually.) Carbon-ceramic front brakes are available, and they bite right now.

To further tighten body motions, Audi will fit its Dynamic Ride Control system, whereby each set of diagonally opposed shocks is connected via hydraulic lines that incorporate a central valve. During cornering, the valve allows fluid to flow to the outboard front shock almost immediately, reducing lateral roll. The system works in concert with Audi Drive Select’s variable suspension settings.

Audi RS5 Interior

Electronic Magic Makes for a Fine Drive
We were able to sample all of this on the 26-turn Ascari racetrack near Marbella, Spain, and can attest that the RS5’s electronic firepower and mechanical mumbo jumbo translate into an extremely responsive car that feels much lighter than its estimated 3900 pounds. The torquey V-8 has a wide range of usable power, and no one is going to miss a turbo. As the revs rise, a subdued rumble hardens into an aggressive snarl—especially if you push the right button on the ADS. Flip from comfort to dynamic, and the difference in sound is clearly audible even at idle.

Audi says the RS5 will cover 0 to 62 mph in about 4.6 seconds, which is quick but nothing earth shattering; we’ve tested the automatic-only C63 AMG at 3.9 seconds to 60 mph and a dual-clutch-equipped M3 at 4.1. Our guess is that the RS5 will cover the 0-to-60 sprint in 4.4 seconds. But the complicated nature of the RS5 means you won’t be able to tease more speed and power from it without investing big bucks, so you’re best served to avoid straight-line drag races against those German sleds and your neighbor’s modified Supra or GT-R.

The Audi will put up a tougher fight on the track or on back roads. The car feels as agile as it does planted to the road, and the load changes aren’t very pronounced. You’re able to induce easily controllable oversteer, but if you don’t push it, the RS5 will stay neutral seemingly forever. The handling is definitely what one would call forgiving, and at the limit, you appreciate the improvement from the more nose-heavy Audis of yore. We won’t say whether the RS5 will trump the benchmark BMW M3 just yet, but we think it’s going to be one hell of a fight.

In Germany, you can order your RS5 beginning in May, with deliveries starting in June. On its home turf, the RS5’s price list starts at €77,700 (about $106,000), some €5000 more than a BMW M3 coupe with a dual-clutch transmission. U.S. pricing should be somewhat more accommodating—we expect a base sticker somewhere around $70,000—and an Audi rep tells us we can expect all the chassis technology to make it across the Atlantic, although it’s not yet decided what will be standard or optional. Based on our initial impressions, whatever Audi charges may well be justified.

http://www.caranddriver.com/reviews/car/10q2/2011_audi_rs5-first_drive_review

VW CC VR6

VW CC VR6

The 2009 Volkswagen CC VR6 Sport is a really good-looking sedan with a luxurious interior. Its engine delivers power and good fuel economy, and the driving experience is smooth. The navigation system shows live traffic and the audio system is very clear.
The bad: The cabin electronics are beset by odd problems, such as difficulty copying music to the car's hard drive and a navigation system that can be hard to use.
The bottom line: A really beautiful sedan, the 2009 Volkswagen CC VR6 Sport returns decent fuel economy and a comfortable ride, but the cutting-edge cabin tech has a few faults, and the car is pricey.

If the 2009 Volkswagen CC VR6 Sport represents the future of Volkswagen, the company has a bright future indeed, and we get to benefit from some very beautiful cars that strive toward luxury. But the CC's beauty is mostly skin deep, as many attributes of the car reflect its folks' wagon underpinnings. The engine and interior quality are clear stand-outs, but the ride quality removes some of the car's luster.
Electronics also seem impressive at first, but the cabin gadgets are bedeviled by weird quirks and outright faults. The model's broad $13,000 price range between base and upscale models suggests Volkswagen couldn't decide if it wanted to market a midsize or sport-luxury sedan. But we can't deny the car's aesthetic appeal, its nicely curved roofline suggesting the much more expensive Mercedes-Benz CL550.

VW CC VR6

Test the tech: Touring
In poking around the navigation system for our 2009 Volkswagen CC VR6 Sport, we found a feature called Tour, which allowed us to enter a series of destinations and organize them into a coherent route. We used the system to define a route that would test the car on high-speed freeways and mountain roads where we could see if the word "sport" in the model name had any foundation. Entering destinations along the freeway was easy using the onscreen keyboard, but when we tried using the map to find waypoints on mountain highways, we ran into trouble. In map input mode, you get a disc overlay on the screen, which you have to drag to your destination. But the disc was extremely balky, refusing to easily follow our finger on the touch screen and leading to an epithet-filled one-way shouting match with the car.
Getting the tour programmed was further exacerbated by the fact that, if we hit a wrong button, all of our work would be lost. A couple of times we had multiple waypoints entered, then accidentally hit a button that took us out of Tour mode. Although this navigation system is hard-drive-based, it didn't save our work, forcing us to start from scratch.

Once our route was in place, however, the system did an excellent job of guiding us out, using street names and useful graphics to let us know where to turn. The system also includes traffic reporting, which would have been handy if there were any incidents on the freeways we initially set out on. But we had an unobstructed cruise in light traffic, and the CC offered excellent drive quality. The V-6 engine could barely be held back, putting us well over the speed limits before we realized it. The steering, transmission, and suspension were all silky smooth, while the cabin felt nicely insulated, further leading us to underestimate our speed. Even better, our average fuel economy was closing on 27 mpg over an hour of driving at speeds around 75 mph.

VW CC VR6

After this bit of freeway driving, the CC lulled us into forgetting our difficulties with the navigation system, and we were thinking it was the perfect car. But that impression faded after a few miles on a country highway, where rougher asphalt transmitted a less pleasant ride to the cabin, reminding us that this was, in fact, a Volkswagen. At lower speeds it became more apparent that the CC uses electric power steering, which produces a whirring sound when you turn the wheel. But Volkswagen did a good job of programming the steering unit for more road-feel and heaviness as the car's speed increased.
Into the fun portion of our tour, the navigation system still providing excellent direction, we attacked the curvy highway with vigor. In the corners, some typical understeer made itself felt, but the engine was ready to send plenty of power to the front wheels, pulling us through the turns. With the six-speed automatic transmission in sport mode, we found it a little lazy on shifting, maintaining too high a gear when we got on the brakes before a corner, but once it downshifted, it held the lower gear long enough to build up speed on any ensuing straight-aways or keep the engine speed up enough for the next turn. In manual mode, paddles on the shifter let us choose the gears, with shifts occurring fast enough for our purposes. The suspension isn't particularly sport-tuned, and we felt a little body roll and travel when the car was subjected to fast cornering.

Our tour was ended abruptly by a jagged rock in the road that put a big gash in the left front tire. The car helpfully pointed out the problem by putting the message "flat tyre" on the speedometer display. We pulled over, jacked up the car, and put on the spare, a temporary donut, then limped home.

VW CC VR6 Interior

In the cabin
We've been pretty disappointed by past Volkswagen navigation systems, and were looking forward to trying out this new system in the CC. Hard-drive-based navigation systems are cutting edge right now, and usually mean better-looking maps, faster processing, and extra features such as traffic and onboard music storage. Our first look at the interior of the CC gave us a lot of hope, as the steering wheel had smartly-designed buttons set in the spokes for using navigation and audio, plus a dedicated phone button--our first time seeing Bluetooth in a Volkswagen.
But that phone button let us down immediately, as the optional cell phone support wasn't installed in our car. Seems like something that should be standard at this level. The navigation system mostly lived up to its promise, providing high-resolution maps, but showed that balkiness during map input mentioned above. The maps include 2D and 3D views, along with a nice 3D compass graphic. The traffic overlay, with information transmitted over Sirius satellite radio, looked particularly good, showing traffic flow on major roads and potentially obstructing incidents. With a route programmed, the system will also dynamically detour around bad traffic. But we didn't always find the onscreen interface clear, as shown by our trouble programming in multiple destinations.

http://reviews.cnet.com/sedan/2009-volkswagen-cc-vr6/4505-10865_7-33411345.html?tag=mncol;txt#reviewPage1

Hummer H3

The Hummer H3 was a crossover SUV/Sport Utility Truck from General Motors' Hummer division introduced in 2005 based on the GMT355 underpinning the Chevrolet Colorado and GMC Canyon compact pickup trucks. Produced at GM's Shreveport, Louisiana factory and the Port Elizabeth plant in South Africa the H3 was the smallest of the Hummer models, and the first to be built by GM. It was available either as a traditional midsize SUV or as a midsize pickup known as the H3T.

In 2007 GM South Africa launched their first Hummer production facility in Port Elizabeth, this move introduced the Hummer brand to the South African market and also somewhat lightened the load of the Shreveport factory in Louisiana.Most of the South African made Hummer H3's were imported to England because of the right hand drive factor. The plant manufactured only the Hummer H3, and builds for the South African market as well as the markets of Asia and Europe. This plant also manufactured a right hand drive version for the Australian market between 2007 and 2009. Throughout Australia, Hummer was distributed by GM Holden dealerships.

Hummer H3

Hummer H3

Powertrains
The H3 was launched with a 3.5 liter straight-5 cylinder L52 engine that produced 220 hp (160 kW) and 225 ft·lbf (305 N·m) of torque and was mated to a standard five-speed manual transmission or an optional Hydra-Matic 4L60-E four-speed automatic transmission. In 2007 this engine was replaced by 3.7 liter LLR that produced 242 hp (180 kW) and 242 ft·lbf (328 N·m) of torque, figures that were revised in 2009 to 239 hp (178 kW) and 241 ft·lbf (327 N·m).

Hummer H3

Under revised EPA testing standards when equipped with either transmission this straight-5 engine achieves 14 mpg-US (17 l/100 km) in the city and 18 mpg-US (13 l/100 km) on the highway with a combined average of 15 mpg-US (16 l/100 km). Available solely with the automatic transmission, a 5.3 liter LH8 V8 producing 300 hp (220 kW) and 320 ft·lbf (430 N·m) of torque was added in 2008 for the Alpha model of the H3 and returns slightly lower fuel economy estimated at 13 mpg-US (18 l/100 km) in the city, 16 mpg-US (15 l/100 km) on the highway, with a combined average of 14 mpg-US (17 l/100 km).

Hummer H3

The H3 and H3T are being discontinued after the 2010 model year as GM is winding down the entire Hummer brand. Their cousins, the Chevrolet Colorado and GMC Canyon, are reportedly being redesigned for the 2012 model year.

Plug-in Hybrid
An April 2009 Engadget column reported that Raser Technologies and FEV had built a prototype plug-in hybrid H3 that could achieve 100 MPG given enough mains power. This vehicle, known later as the Electric Hummer H3, was then showcased by California State Governor Arnold Schwarzenegger at a press conference at the State Capitol in Sacramento as part of a campaign to promote greener vehicles.

Hummer H3

Capabilities
The H3 features a two-speed, electronically controlled full-time four-wheel drive system that is suitable for both on-road and off-road driving in all conditions, with electronic locking front and rear differentials optionally available. Like its larger sibling the Hummer H2, the H3 can ford 24 inches (610 mm) of water (tested in depths up to 31 in/790 mm) at a speed of 5 miles per hour (8.0 km/h) and 16 inches (410 mm) of water at a speed of 20 miles per hour (32 km/h). Standard ground clearance is measured at 9.7 inches (250 mm) while the approach, departure, and breakover angles are measured at 37.4°, 34.7°, and 22.1° respectively, allowing the H3 to scale a 16-inch (410 mm) vertical wall and negotiate grades of 60% and side slopes of 40%. Though fore and aft recovery hooks are standard, a trailer hitch and wiring harness are optional.

Maximum towing capacities are 3,000 pounds (1,400 kg) for the straight-5 with manual transmission, 4,500 pounds (2,000 kg) for the straight-5 with automatic transmission, and 6,000 pounds (2,700 kg) for the V8 with automatic transmission. Cargo volume with the second-row seats in the upright position is 25.0 cubic feet (0.71 m3), which expands to a maximum of 62.8 cubic feet (1.78 m3) when the seats are folded down. V8 models feature the lightest maximum payload capacity of just over 1,100 pounds (500 kg) while straight-5, manual transmission models allow the greatest payload at 1,300 pounds (590 kg).

Safety
Electronic stability control, anti-lock four-wheel disc brakes, brake-controlled traction control, LATCH child-seat anchors, and tire-pressure monitoring are all standard features on the H3. Side-curtain airbags were optional until 2008 when they were made standard across. The H3 is rated Acceptable, the second highest rating, by the Insurance Institute for Highway Safety in both frontal offset and side-impact crashes (with side airbags) and Poor, the lowest rating, for rear-crash protection/head restraints.

http://en.wikipedia.org/wiki/Hummer_H3

Ferrari F70

In the past Ferrari made ​​a car that is projected as a tribute to its founder, Enzo Ferrari. Now this super fast car manufacturer will make the successor of the Ferrari Enzo. The car is claimed to have advantages and speed of its predecessor.
As you May already know, the exotic Italian automaker Ferrari is Busy Preparing a successor for Their last anniversary Celebrating hello super car, the Enzo. It only makes sense That the future car will from be Called the F70 in honor of a 70th anniversary and is Promised to be unveiled Sometime in 2012. The upcoming F70 Would Compete head to head with other high end limited edition super cars like the Lamborghini Reventón and Bugatti Veyron. There will of only 399 F70s be produced and prices will from range in the $ 1 Million regions.

Ferrari F70

Ferrari F70

Ferrari F70

With high efficiency on Their List of Priorities, Ferrari wants to keep the future F70's weight to a minimum (1000 kilograms), just like the Millechilli. Now this would be a substantial undertaking for any ordinary automaker, but the Ferrari is ready to apply every weight saving technique in Their arsenal. While the Enzo was powered by a high-revving V12 That made ​​650 HP, the F70 will from use a new direct-injection twin-turbo V8, Quite similar to the legendary F40, with output in the area of 660 HP. This Should Be Enough for the future super car to sprint from 0 to 60 MPH in under three seconds and the F70's top speed will of go up to 230 MPH.

Ferrari F70 Interior