The Demo Site

Thanks to a few sites breaking the embargo, we now have an early look at the 2010 Jaguar XFR that will be unveiled at the Detroit Auto Show.

The 2010 Jaguar XFR is powered by 510 horsepower 5.0L AJ-V8 GEN III engine that features with a 6-generation Roots-type twin vortex (TVS) supercharger. That power propels the car from 0-60 mph in 4.7 seconds with an electronically limited top speed of 155 mph.

The XFR also features 20-inch Nevis alloy wheels and comes in eight colors: Botanical Green, Indigo, Kyanite Blue, Liquid Silver, Lunar Grey, Porcelain and Salsa

Scion has announced the next edition of its "Release Series" models, the xB Release Series 6.0 that will be displayed at the Detroit Auto Show next week.

The 2009 xB Release Series 6.0 comes only in one color, Absolutely Red. The exterior features a unique front grille and Release Series wheel covers. A rear spoiler is optional.

Inside the special edition xB features a touch screen Pioneer Audio Visual Navigation (AVN) unit that features voice recognition, MSN Direct, Bluetooth and the expected USB and iPod connectivity. The interior also features color-tuned seats and illuminated door sills.

Only 2,500 are going to built with a starting price of $15,570.

Earlier this week reports surfaced that Suzuki had killed the Kizashi midsize sedan that was supposed to be released later this year. Now Suzuki has answered those reports by stating that they are false.

“The production version will debut at this year’s New York auto show in April,” Jeff Holland, spokesman for American Suzuki Motor Corp., told Automotive News.

The car and all its official details will be unveiled at that time.

At least one of the vehicles that were rumored to being killed is untrue. Now if only those reports that came out yesterday from Honda were only untrue as well...

I have a very dear friend who likes cars more than I do, but hardly knows a thing about them. She knows all the necessary truths: (1) Ferraris and Lamborghinis are hot Italians, (2) Aston Martins and Rolls-Royces are sub-zero cool, and (3) the McLaren Technology Centre really is the earthbound home of the Galactic Empire.  But when I make an effort to explain intricacies of the car industry other than the above points, she is hopelessly drowned in the puke of automotive gobbledygook that fountains out of my mouth like Mr. Creosote’s stomach contents.

And it’s all my bloody fault, because if I would only keep my festering journalist gob shut, my lovely friend could blissfully enjoy the beautiful semi-ignorance of knowing such basic facts about cars. There’s simply no need for the true car connoisseur to know that Saabs are made by General Motors and that car nerds the world over are climaxing over the fact that Audi is putting a V10 in the R8.

“Nothing is less pleasant than going to dinner and having to listen to a petrolhead spout off all night about the brilliance of the Nissan GT-R.”

This puts me into a bit of a tight spot, since I know more than I should about cars, and this brings one dangerously close to becoming a remarkably dull, fully-rigged, grade-A pillock that has no chance at ever having a wife and children that love him.  Why such strong language? Well, in my opinion, nothing is less pleasant than going to dinner and having to listen to some petrolhead spout off all night about the brilliance of the Nissan GT-R.  It’s like dining with a Porsche mechanic.  The massive dearth of personality there is so great that black holes usually form in such people.  No, not those black holes. Astrological black holes.  Great pinpoints of nothingness.  Such is the personality of a petrolhead.

The desire to have friends and be a normal person is a constant reminder that if I value my life, I better not bite off more car culture than I can chew.  But then I get all misty-eyed whenever I watch TopGear or read Peter Egan, and remember how fun being a car nerd is.  Do I sacrifice my personality to the autogods and become a willing slave to Things On Four Wheels? Or do I remain distant and loose my childhood sense of wonder whenever a Lamborghini drives by?

I see the discovery of middle ground in this war as my own personal quest for the Holy Grail.  How do I remain an honorable, intelligent fellow who appreciates automobiles without turning into a hopeless nimrod who mumbles all day about spanners and sequential gearboxes?

This quest has all sorts of grand and epic obstacles, yet the greatest one currently is my age.  For those of you who don’t know, most of the stuff I ‘blog’ about is all outrageous, pretentious fiction about my mild-mannered alter-ego, a world-weary globe-trotting motoring journalist who lives a glamorous, solid-gold existence in the south of California.  In real life, I’m a hopelessly pedantic student living in Florida, America’s graveyard with palmetto-lined boulevards.  Yes, it’s true.  Sorry to shatter your grandiose images of the Great Tarmac Philosopher.

“If only I wrote educated columns on politics, literature, poetry, and medicine rather than bootless gushings about Lamborghinis and Aston Martins, I might actually be able to call myself a success story of modern education.  But alas, it’s no use.”

The Tarmac Philosopher is, in essence, my online barf bag where I hurl my automotive nerdgasms so my friends and family don’t have to suffer.  Instead, I suffer silently, along with you, my beloved 3 readers, who suffer with me as I belly-flop into my petrol-filled imaginarium on a semi-weekly basis.  Okay, I don’t really suffer.  I actually enjoy spewing out The Tarmac Philosopher.  But at the same time, I have that nagging feeling in the back of my bulbous brain that what I write is as respectable as being the Greatest Paladin Ever in the World of Warcraft.  If only I wrote educated columns on politics, literature, poetry, and medicine rather than bootless gushings about Lamborghinis and Aston Martins, I might actually be able to call myself a success story of modern education.  But alas, it’s no use.

My mum is a perfect anecdotal example of why The Tarmac Philosopher is necessary for my well-being, even if it is a sorry method.  Driving in the car with her and having the first Jaguar XF I have ever seen drive by us is infuriatingly frustrating.  I point it out with all the youthful exuberance of a professional adolescent car-spotter, only to receive a lovingly supercilious and slightly perplexed expression of “so what?”

“So what? Jaguar’s revolutionary, messianic sedan just drove by, that’s what!”
“Oh.”

It doesn’t end there.  Most of my friends have the same innocent obliviousness towards cars, and the ones I know for certain find cars interesting are closet cases.  How can I tell? If I point out a particularly superb vehicle, they will glance at it for approximately 5 seconds longer than the disinterested friends.  Ah, good people! I understand your dilemma.

Ultimately, I have decided to remain cool and collected about my love for cars. I have decided to utilize it for the good of my future and my education, and hone my writing skills by continuing this futile blog.  As The Tarmac Philosopher evolves, I hope to expand my horizons a bit and apply what textbooks and teachers have taught me to the medium which I have chosen.  Personally, I don’t believe in the theory of evolution, but I do believe I can work a little intelligent design on my writing and my ability to convey ideas and emotions to my readers.  Stick with me, fellow car nerds!  Into the bright future we shall walk united and content, while speaking softly and carrying a big key fob.

Driving a Ferrari in India is a somewhat obtuse experience. Normally, the average petrolhead would fantasize about thrashing a Ferrari on curvy corniches overlooking Monte Carlo in the morning, then spending the afternoon daftly cruising down shiny streets lined with stores with weird, two-syllable names like “Gucci” and “Prada.” However, I have been doing something the last few days that is virtually the opposite.

I’ve been chucking around a Ferrari 612 Scaglietti in the hills and on the coasts of southeastern India, on the way to Bangalore, in Ferrari’s Magic India Discovery PR event. As I’ve elaborated in the last couple posts, I have a love-hate relationship with Ferrari at the moment. Their car is amazing, yet their choice for a destination had stumped me for quite some time. India?

Nevertheless, after a good many hours behind the wheel trekking across, around, through, over and under all aspects of Indian landscape, I can say with confidence this has been a nice holiday. Any long-distance journey in a Ferrari is, by law, to be considered a “nice holiday.” It would be an act of unspeakable ingratitude to call a road trip in a Ferrari “boring” or “stupid.” In fact, anybody who does should be forced to sit on a bed of nails.

Yet I have enjoyed my journey for one strange reason that, under sane circumstances, should have been completely irrelevant. Ever since I took the wheel of the 612, I have been enamored with the absolute brilliance of…..the air conditioning. All the technological and futuristic wonders of the 612 are subtly eclipsed by its ability to keep the cabin at a comfortable, dry 20 degrees. By the simple fact its air con worked perfectly the entire trip should make any Ferrari marketing boffin beam with pride. I’m being dreadfully honest when I say that 540 horsepower, the F1 flappy-paddle gearbox, and all the supposed technological superiority Enrique the Mechanic had been babbling on to me about really made no impact on me. What made a definite impact on my squishy journalist brain was the fantastic cooler.

This really took me off guard. I sincerely expected the air con to blip ‘n fritz at least once on the trip. Ferrari air conditioners have traditionally been as useful as kitchen appliances with names like “The Magic Oven,” and about as reliable as a war run by Lyndon Johnson. But the 612’s unit never skipped a degree. It was as if it were pulled from a German saloon.

I just thought that deserved some attention. Of course, my enjoyment was definitely helped along by that classic Ferrari magic where everything that makes a Ferrari distinctive comes together and gives you a slightly orgasmic experience.

When we finally reached Bangalore, I was shocked at the rough modernity of the city, and how technologic advancement and regression were in violent collision. This city is often called the “Silicon Valley of India,” however, one drive down a secondary street reveals more rickshaws than cars, and sometimes curbs and sidewalks are still made of dirt and gravel. Our convoy seemed blissfully unaware of such phenomenon as we zipped from fresh, new Shell petrol stations to scenic temples which resembled overly-detailed wedding cakes. That sort of seemed like the routine throughout the whole trip. Apparently, part of magically discovering India is to magically discover its growing chain of curiously clean and modern Shell stations.

The Ferrari grandees who were running the event insisted that us nervous, culture-shocked journalists engage in hands-on, cultural experiences, such as Hindu ceremonies, dressing in Hindu garb, and getting that red dot put on your forehead. I decided to retain the air of Phileas Fogg and simply, respectfully observe these cultural proceedings with politeness, a button-up shirt, and a notepad. On no account of any sort of xenophobia, I made the conscious decision to focus my assignment on the car instead of the culture. The culture did help the trip stay colorful and adventurous, but my job was to write about complicated differentials and ride comfort, not saris and sitars.

When we reached Bangalore, and had to bid farewell to the 612 and my Ferrari friends, I received a communicade from my respectable Editor saying he had made a contact in the city whom I was to meet for dinner. A major executive of one of the many information technology companies in Bangalore had agreed to be my guide in strange places. Personally, I always enjoy meeting a local; it helps my journalistic integrity when covering a foreign country. Yes, it’s true: I care.

My contact was a gentleman who shall remain nameless. For now, we shall call him R. R was a modern Indian businessman: middle-aged, in an authentic Italian suit, perfectly-trimmed hair, high forehead sans the red dot, and comfortably reposed in his maroon Mercedes S-Class. He ran a company in Bangalore which manufactured computer parts for a surprisingly large number of US and European companies. He also had a significant share in Kingfisher Airlines, the infamous company whose boss currently owns a less-than-stellar Formula One racing team, plus a few more billion-dollar baubles. R, however, is not a billionaire. Unfortunately, he has only reached the unflattering title of “millionaire,” the likes of which take up only 10,000 of Bangalore’s population. He has only a couple homes abroad, compared to some of his compadres, who have a few dozen. Nevertheless, R considers himself prosperous, and exemplary of India’s economic boom. He gets no argument from me.

Dinner was at a small, fine-dining Italian restaurant that served Italian food rivaling the best Italian food in bluddy Italy itself. After victuals, R took me around the boomtown district, with its architectural wonders of glass, concrete, and communication antennas. He explained that the appeal of India to growing IT corporations is not just its cheap production costs but its people, who are more open to international business than, say, the communist Chinese (a debatable statement), and the mullahs of the Middle East who still sanction business in order for it to align with their religious beliefs. In India, no such ridiculous scruples exist, said R. India greets international business with open arms.

And once again, I was way over my head. Must I remind you that my sorry excuse for a journalistic brain is only programmed to digest information associated with the words “car” and “cars”?

On my way home, I wrangled with all the stimulus I had received in the last week. It was monumental. Yet after the dust settled, I could only truly remember one thing: the 612 Scaglietti. The car, the car, the car. The reason why I made the journey to begin with. It had been my friend and companion, the only sense of familiarity in a beautiful if strange country. It had developed a personality, and we became like Laurel and Hardy. Maverick and Iceman. Hillary and Norgay. Fogg and Passepartout. It was brilliant; a transcendental experience. Cheers to you, Ferrari, for making such an extraordinary machine.

One of the few notable risks of this job is when you find yourself offending your mates and the car choices they’ve made.
This week’s edition of the magazine had barely hit the nation’s doormats before I found myself being hauled over the coals by two different acquaintances, both of who had taken offence at the Peugeot 308CC comparison that I’d written in it.

I won’t rehash the full article here, but it’s fair to say that it took a fairly sceptical point of view as to whether the retractable hardtop cabriolet was really such a great idea, especially considering the extra weight and packaging issues it creates when compared to a simple folding fabric roof.
Anyway, well before lunch the first email had arrived from a mate who told me that his wife has recently swapped a five-year old Audi A4 Cabriolet 1.8T for a brand-new Volkswagen Eos 2.0 TSI – “The Eos is a better car in every way”, he writes, reckoning that it’s quicker, more efficient and “massively more practical”.
Shortly afterwards, a friend who I’d describe as a comfort-loving petrolhead wrote to tell me that his new 3-series Convertible, complete with its folding hardtop, is “faster and far more rigid than my old E46 323Ci ragtop … and quieter as well.”
So there you go. It’s fair to say that I’m still far from convinced that the folding hardtop is one of those great automotive ideas that will stand the test of time – but the concept certainly has plenty of fans.

Three years of waiting finally came to an end last night, when I grabbed the keys to our newly arrived Ford Focus RS long-termer.
This sounds simple enough, but it’s not the work of a minute; I even had to (ahem) bump one of my colleagues off the car list to make sure that I got my bum in the seat. But I hoped it would be worthwhile; having run Autocar’s Focus ST for a year, I’ve been salivating in a fairly unpleasant manner at the thought of a more potent model.

And yet, at the same time, I’ve been one of the more sceptical voices in the office; my experience of the ST, brilliant though it was, led me to question whether a car with a heavy 2.5-litre five-pot lump could deliver the sort of agility required to really move the game on.
One night’s thrashing over deserted military ranges roads near Aldershot has been enough to ally my fears, just.
First, the bad points. You still sit far too high, the cabin is basically the same as the ST’s and, wait for it, there’s torque steer (yes, I know Steve Sutcliffe felt that the trick RevoKnuckles had eliminated it completely, but I can only argue that he was driving on smooth French roads, not bumpy British lanes, okay?).
That’s pretty much it on the downside front, though. Because the new RS really is rather special. The engine has colossal torque  (I look forward to seeing the in-gear acceleration figures from our road test desk), the front end doesn’t wait when asked to change direction rapidly and the ride, while firm, is still better than the crashy excesses of, say, a Civic Type R.
What really makes this car a work of genius, though, is its inherent chassis balance, which takes it way beyond what could be achieved in the softer ST. The RS’s set-up is so sublime that it allows you to drift the thing with a mixture of lift-off oversteer and throttle, a genuinely bewildering experience in a front-wheel-drive car. On a smooth French mountain pass, it would be an absolute hoot.
So I’m already fighting to get my name alongside the car for another evening (better still, a weekend, so I can find some empty, smoother roads). Ford’s engineers have indeed moved the game on with this car, but not quite in the direction that I’d expected. Clever buggers.

A lot of top Jag engineers make no secret of their admiration for the current Maseratis.
I was thinking of this the other day when I finally got to drive the new XKR coupe on British roads. Just to remind you, it's now fitted with the company's amazing new 503bhp supercharged V8, there's been some chassis, styling and interior mods too.

I spent 18 months driving the outgoing version and by comparison this one is harder, more aggressive and sounds a lot fruitier. Much more attention has also been paid to cabin craftsmanship.
All in all I'd say that the XKR has been Maserati-ed. Whether that means it's lost a little bit of Jaguarness along the way is something I'm still trying to work out.

The Hyundai Genesis Coupe ought to be the replacement for the Hyundai Coupe, the budget-priced, sporty two-door that has done much to give the Korean marque a thin sheen of glamour where there was previously none at all. Trouble is, this bigger, more potent machine, Hyundai Europe reckons, will find too small a market to justify bringing here, and that’s a pity.
In fact, after half an hour at the wheel of the 306bhp 3.8-litre V6, plenty of enthusiasts might even feel downright frustrated at this news, as will owners of the existing Coupe, because this is a fun car. It can peel twin black lines and fire off 6.3sec sprints to 62mph with nonchalant ease but, more than that, it handles with the kind of tight athleticism that has you stabbing the ESP button to ‘off’, and trying for a drift.

Which turns out to be a bit of Genesis speciality. The quick steering, limited-slip diff, minimal roll, slop-free body control and solid gouts of torque make that exhilaratingly angled attack easy to achieve.
This car is fast and fun, despite steering that feels weirdly inconsistent at high speeds (though not enough to alarm, happily) and an engine that sounds better outside than it does from the cabin. It stops well too, with standard-fit Brembo brakes.
The sophisticated alloy V6 – it features continuously variable valve timing on both inlet and exhaust cams – can be had with manual or auto six-speed transmissions, while a 207bhp 2.0 turbo is also offered, and capable of propelling this handsome fastback to 62mph in 8.3sec. In the US, where the Genesis is mainly aimed, prices start at a tempting $22,000 (£14,800) for the base four cylinder, while the least expensive V6 costs just $3000 (£2000) more. In reality, though, an officially imported V6 version would cost at least £25k.
At this price point, the slightly cheap-looking interior trim would start to undermine the Genesis’s case against Audi TTs, Mazda RX-8s and Nissan 370Zs - although the V6 is more fun than any TT. And there’s also the expense of engineering it for right-hand drive. So the chances of the Genesis Coupe making it here look slim. Which is our loss. And Hyundai UK’s too, with no other racy models to brighten its showrooms.

When Mitsubishi launched the Evo X, it said it was going after a new type of customer, one a little more mature than the traditional Evo buyer.
Specifically, it mentioned stealing sales from the M3. Personally I think that’s a touch ambitious given the differential between the £30k Evo and the £50k M3. But how about Audi’s new S4, which with 328bhp, 324lbft and costing £34k is pretty evenly matched with my long-term FQ-360?  Intrigued, I swiped the keys for the weekend.

The S4 is evidence of the downsizing trend. Gone is the previous gen’s naturally aspirated 4.2 V8 (which was a belter), replaced by a supercharged 3.0 V6. While it misses out on some of the V8’s character, especially aurally, it is reasonably punchy, with a nice crisp response.
The supercharged S4 motor has no hesitation, unlike the Evo's turbo, but, wound right round to the red line, it doesn’t have the same mental enthusiasm. The Audi’s V6 will most likely return better economy, is certainly more refined and, in real-world-driving, is nearly as quick, but it seems a bit tame next to the Evo’s whistles and bangs.
Where the S4 comprehensively whips the Evo is with its seven-speed twin-clutch S-Tronic gearbox, which makes Mitsubishi’s SST equivalent look embarrassingly inadequate.
No doubt the S4 is quieter and more cosseting than the Evo, while being practically as rapid, but I struggled to engage with it. Throw it at a corner and it feels secure and predictable but heavy handed, while the Evo is all lightness and agility. Basically it comes down to the fact that while you could pedal the S4 along at quite some pace, I’m not sure you’d particularly want to.
So is it the perfect car for the Evo driver that’s outgrown the Evo image? I don’t think so. Despite the similar on-paper billing, they offer different propositions. Me? I’ll stick to the Evo.

For reasons that should be apparent on this website, I had to travel up to Vauxhall’s UK centre of operations in Luton recently. It was my first time visiting Griffin House, and as I stood in reception, I was joined by a couple of out-of-uniform police officers.
Were they CID, I wondered? Was Vauxhall being investigated for dubious accounting during these troubled economic times? Erm, no. The much less juicy truth is that these bobbies were going into a training course on the merits of the new Insignia Sports Tourer.

Read our first drive of the Vauxhall Insignia Sports Tourer

Evidently Her Majesty’s Police will be taking delivery of a few of the new Vauxhalls in the next few months. Insignia wagons are set to become as familiar a sight on our motorways as police Vectras once were, one of them told me.
I’ll be interested to know what your average PC thinks about GM’s 2009 Car of the Year. The Tourer in particular isn’t quite as roomy as the Vectra Estate was – at least it isn’t with the seats down – and there isn’t quite as much room for long-legged felons in the back. But it’s certainly a nicer working environment from which to mete out the rule of law.

Mercedes-Benz plans to make the world's first drowsy-driver detection system standard on next year's new E-class sedan, AutoWeek reports. The system could aid in reducing the 100,000 crashes and 1,500 deaths that fatigue causes in the U.S. every year.

Iqua first hit the scene with its Iqua 603 SUN, a hands-free Bluetooth headset that maintains a full charge almost indefinitely due to its built-in, tiny solar panel. This week, the company announced that the Iqua Vizor SUN, a solar-powered Bluetooth device designed for use in the car and first announced in September, is in stock for $119.95 in the Apple Store.

Here are some gifts for the car enthusiast. Most gifts here have a technology bent, not all, which is the same as people who drive cars. Some like car technology but don't want any maintenance beyond fill-ups and the occasional car wash; others like maintaining their cars as much as is possible. There is catharsis in taking four hours to install a built-in iPod adapter that the audio shop would do for $49. (Sometimes blown fuses, too.). There are gifts that would work for the techie and non-techie car enthusiast

2008 SEMA Tuner Challenge tC: SCION tC - MARK ARCENAL

ENGINE
• TRD supercharger
• WR engine components
• Garage Inc. exhaust
• Auto Gallery anodized bolt kit

WHEELS/TIRES
• Rays RE30 18×9.5
• Toyo Tires R888 245/40/18

BRAKES
• Fatlace custom two-piece cast aluminum four-piston calipers (red or blue caliper of your choice)
• Cross-drilled or slotted vented “E-Coated” black rotors
• Anodized black caliper mounting brackets
• Street performance brake pads
• Stainless-steel braided brake lines (DOT approved)

SUSPENSION
• KW Version 3 coilover suspension

EXTERIOR
• Custom Autumn Copper paint
• Garage Inc. bodywork, build and paint
• Spies Hecker paint
• B-Magic body kit
• Origin DTM wing

INTERIOR
• DGR Performance custom rollbar
• Suede GT3 Spec interior by Garage Inc.
• Sparco 2 Circuit Pro Seats w/ rails and sliders, 310X260 - steering wheel, quick release, black six point belts, fire extinguisher and mount, battery switch, pit board and numbers, 3 LED SAT, Navigator foot rest, Grip pedals, Luxor shift boot, RACING shift knob

STEREO
• ARC Audio prototype amps and speakers
• Pioneer headunit
• Installation by Audio Images

Mark Arcenal Tuned 2008 Scion tC - Hi-res. Images

SCION xB - RAGING BULL

EXTERIOR FABRICATION
• House of Kolor three stage Kandy Purple paint with metallic gold base
• Roof line chopped 4.5”
• Roof widened 3”
• Rear hatched widened 3”
• Custom roof channels
• Modified rear glass and side windows
• Front windshield cut 3.5”
• Doors lengthened 2”
• Center pillars widened 2”
• Front pillar lowered 25 degrees
• Shaved door handles, front and rear wipers, license area of rear hatch
• Modified weather stripping

EXTERIOR VISUAL
• Five Axis lip kit
• Modified Seibon carbon fiber hood
• Webasto sunroof
• TRD carbon fiber front grille
• Hot rod style mirrors

SUSPENSION/WHEELS
• Body dropped 2”
• Universal Air suspension kit
• Viair air compressors
• TRD performance shocks
• TRD lower sway bars
• Custom 20×8.5” Foose Nitro wheels
• Falken 225/30/20 tires

INTERIOR
• Painted dash and door panels
• Custom headliner, sheet metal front and rear seats
• Rat rod brass knuckle shifter

PERFORMANCE
• Custom intake manifold, individual throttle body setup showing through hood
• Strup headers
• Borla exhaust
• Fuel regulator
• RC injectors
• Odyssey battery

ELECTRONICS
• Alpine head unit and speakers
• Auto Meter gauges
• Dakota Digital air monitor
• Motorola Bluetooth

2008 Custom Scion xB - Raging Bull - Hi-res. Images

Two advanced safety technologies never previously offered on a Toyota will be introduced along with the next-generation Prius in July.

A radar antenna at the front of the new Prius is central to the technologies that combine to reduce the risk and severity of crashes.

The radar works with the cruise-control system to maintain a set distance from the vehicle in front.

It also detects when a collision is imminent, triggering systems that prepare the car to help reduce injuries and damage.

The two systems - Dynamic Radar Cruise Control and Pre-Crash - are based on Lexus technology and will be available on selected Prius models.

Dynamic Radar Cruise Control ensures Prius will automatically maintain the driver’s preferred distance from the vehicle ahead - short, medium or long.

When a slower vehicle is detected ahead in the same lane, the Prius system reduces engine power and, if necessary, operates the brakes to slow the Prius and maintain the set distance between the vehicles.

If further deceleration is required, an alarm alerts the driver to intervene and apply the brakes.
When the other vehicle changes lanes or exits the road, the Prius system automatically accelerates to the selected cruise-control speed.
The Pre-Crash system uses the radar sensor to track the relative speed, distance and angle to objects ahead of the new Prius.
If the system determines a crash is imminent, a warning buzzer alerts the driver to avoid the collision.
At the same time, the system ensures greatly increased braking force is provided when the driver uses the brake pedal.
In an extreme situation, when a crash is unavoidable, it will apply the brakes even if the driver has not touched the brake pedal.
The system retracts the driver and front-passenger seatbelts when a collision is imminent.
The seatbelts can also be retracted under emergency braking or when the Vehicle Stability Control detects that the vehicle is uncontrollable

Tokyo, May 7, 2009 — Lexus announces the launch in Japan today of the “IS250C” convertible, an addition to the “IS250″ “intelligent sports sedan” series.

The IS250C features an electrically operated metal top that ensures the four-seater maintains its characteristic beauty equally with the top up or down.  This exciting convertible aims to embody the joy of open-air driving for both the driver and passengers.

Electrically controlled metal top creates characteristic beauty

• The lightweight, aluminum alloy top combines with a fully electric mechanism to allow smooth control, and prompt and quiet 20-second opening and 20-second closing.
• The design of the IS250C—based on the Lexus L-finesse¹ design philosophy—portrays two distinct personalities.  With the top down, the unique shape of the upper part of the trunk is given even more presence, resulting in an elegant flowing silhouette, and with the top up, the car takes on a sporty coupe look with a harmoniously balanced cabin and body.
• The seats—sporty in front and luxurious in back—boast bold yet refined shapes, creating an interior that has a unique presence when the top is down.
• Five interior color arrangements are available, with leather or cloth seats.  Further individual styling is made possible for the seats and trim by choice of three two-tone seat color combinations, three stitching colors (manufacturer’s option) and three varieties of wood-grain paneling.
• Nine body colors are available—including the newly added Cattleya Mica Metallic—with each expressing the prestige that is Lexus through elegance, radiance and deepness of hue.

High-utility package, ease of ingress and egress

• The vehicle comfortably accommodates four adults, while the compact, three-segment top enhances utility by enabling stowage of a nine-inch² golf bag in the trunk even when the top is down.
• The front seats can be folded, slid forward and returned to their original position with one push of a button that is conveniently located on the outside shoulder of each front seat, facilitating easier ingress and egress for rear seat passengers.

Outstanding driving, environmental and safety performance

• The reinforced body and under-floor bracing result in one of the sturdiest convertibles in the world.  The comfortable ride and outstanding driving performance of the IS250—as well as outstanding collision safety—are maintained in the IS250C even when the top is down.
• The IS250C has fuel efficiency of 11.2km/l in the 10-15 Japanese test cycle, as certified by Japan’s Ministry of Land, Infrastructure, Transport and Tourism (MLIT), and exceeds by 5% the level called for by the Japanese 2010 fuel efficiency standards.  Emissions are 75% lower than the 2005 standards under the MLIT’s Approval System for Low-emission Vehicles.
• Front seat dual-stage supplemental restraint system (SRS) airbags and SRS knee airbags, as well as newly developed SRS side airbags to protect the head and upper body in the event of a side-on collision, all come standard.

Enhanced comfort and features specifically tailored for a convertible

• The shape of the windshield and other exterior parts was designed to reduce wind disturbance on occupants during top-down driving and facilitate airflow.
• A superlative system of seals in the roof provides the quiet and comfortable ride of a sedan when the top is up.
• The air conditioning automatically switches between “open” and “closed” modes depending on whether the top is up or down.  When the top is down, the air conditioning adjusts cabin temperature in relation to exterior temperature and amount of sunlight.  Air volume is also adjusted in relation to the vehicle’s speed, thereby providing a comfortable interior environment at all times.
• The audio system automatically adjusts sound quality and volume to suit conditions created by the top being up or down.

2009 Lexus IS 250C - Hi-res. Images

Fans of Subaru will be happy to know that the Japanese firm's STI motorsport division will take part at next month's 24-hours of the Nurburgring endurance race with a specially-prepped Impreza WRX STI hatch that will be campaigning in the SP3T class for cars with 2.0-liter turbo engines. Among other improvements, the race-spec Impreza WRX STI features numerous body stiffening components, the necessary safety equipment and weight-reduction measures.
Behind the steering wheel of the Impreza WRX STI will be four professional Japanese drivers: Kazuo Shimizu, Toshihiro Yoshida, Naoki Hattori and Koji Matsuda

GM's British arm, Vauxhall, has introduced a new eco-friendly version of the Insignia to the UK market. The Insignia ecoFLEX is powered by a 2.0-liter CDTi diesel engine that produces 160HP and 350Nm from 1750-2500 rpm, with overboost to 380Nm. This is the same engine used in the standard 2.0 CDTi model, however, thanks to a series of fuel-saving measures that include improved aerodynamics and the use of low resistant tires, the ecoFLEX achieves a combined fuel economy figure of 54.7mpg UK (45.6mpg US or 5.2lt/100km), or 10 percent improvement over the 2.0 CDTi.

The new 2010 Mazda3 has only been made available in the U.S. market since March 2009, but the subcompact model has already received its first recall. Overall, Mazda will be calling back to its dealerships 25,400 sedans and hatchback models because of a problem concerning the starter motor. More specifically, the company found that the clearance between the engine harness and the housing of starter motor may be inadequate as vibration during operation may cause a short-circuit between certain harness wires and the starter housing.
If this happens the fuse may blow out causing the engine to stall and not restart again. The Japanese firm's dealers will have the engine harness inspected and add a protector clip on the affected section of the harness while if deemed necessary, the harness will be repaired.

Renault revealed the new Clio RS. The exterior of the new Renault Clio RS has features from the F1 circuit for beter aerodynamics (a rear diffuser, a flexible spoiler and side skirts). All these techniques ensure that the air is decreased by 0.02 in comparison with its predecessor. The new Renault Clio [...]

After the world premiere at Essen Motor Show this year of the Insignia 5-door by Steinmetz, now is time to uncover the Insigna SportsTourer by Steinmetz at 2009 Tuning World Bodensee. This new tuning kit includes the front spoiler, front grille, wheel/ty [...]

2008 Porsche 997 GT3 RSR Evo

The Porsche GT3 RSR launches into the new model year with extensive modifications. The most powerful race car based on the Porsche 911, which last year scored wins at the 24 hour races of Le Mans and Spa as well as overall victory at the Nuerburgring 24 hours, competes in the GT2 class at international long distance races. The most distinguishing feature of the new GT3 RSR is the front end which received major improvements to the aerodynamics. The majority of innovations however are hidden under the weight-optimised body.

Aside from the easily recognisable additional spoilers on the front apron, so-called flicks, an optimised air ducting with newly-designed side air outlets generates more downforce and reduces drag. The rear end including the rear wing was taken over from the predecessor. Extensive changes to the suspension cinematics increase mechanical grip considerably. The range of possible suspension set-ups was broadened.
The 3.8-litre boxer engine of the GT3 RSR remains unchanged apart from slight improvements to details. It delivers 465 hp (342 kW) at 8,000 revs per minute and delivers a maximum torque of 430 Nm at 7,250 revs. The rev limiter of the efficient six-cylinder kicks in at 9,400 rpm.

Much of the know-how in the GT3 RSR's totally new gearbox has come from the RS Spyder sports prototype. The sequential six-speed unit, developed by Porsche engineers, is considerably lighter than its predecessor. Internal friction was substantially reduced. The flat angle of the drive shafts allows teams a wider range of suspension set-ups.
Aside from the GT3 Cup and the GT3 Cup S, the GT3 RSR is the third race car based on the Porsche 911 offered by Porsche Motorsport. Thirty-five units of the fastest and most powerful long distance racer made in Weissach, apart from the exclusive RS Spyder sports prototype, are now being produced and delivered to customer teams around the globe. The price of the GT3 RSR is 349,800 Euro plus VAT.
Source - Porsche

Mazda 2009 RX8

RX-8 was designed with an athletically sculpted exterior that provides a sense of originality unrivaled in the marketplace today. The 2009 RX-8 received design enhancements that freshen the styling and give the RX-8 a new look, while maintaining the basic design theme. Refinements include restyled front and rear bumpers and front fascia; sporty, high-quality finish front and rear headlamps; and larger exhaust pipes (now measuring 90 mm across) and a new 5-spoke wheel design.

STYLING INNOVATION

The RX-8's interior boasts a comfortable and intelligently designed cabin. Minor enhancements were made for the 2009 RX-8 to provide a simple and functional interior design that supports driving pleasure. The center IP shape was redesigned to give a feeling of dynamic movement and a new steering wheel, and redesigned front and rear seats were also added. The rotary design element is incorporated in the interior of the RX-8 in creative ways, appearing in the seats. Through the use of advanced ergonomic research, Mazda engineers built optimum support in the front seats to enhance the thoroughly enjoyable driving experience.

Through-and-through, the RX-8 is a pure sports car that gives the driver an exciting and dynamic experience. For 2009, engineers improved body rigidity on the RX-8 through the addition of structural reinforcements, via a newly added trapezoidal shock tower bar and enhancing the local rigidity of the front-suspension tower areas. Also, the rear-suspension geometry has been reconfigured for better handling and driveshaft rigidity, lowering NVH levels and improving performance. In addition, the differential gear ratio on manual transmission-equipped cars is lowered from 4.444 to 4.777 for improved off- the-line performance. These performance changes give the RX-8 increased acceleration and performance, as well as even greater responsiveness — always a rotary engine and RX-8
hallmark.

DYNAMIC DRIVING EXPERIENCE

The 2009 Mazda RX-8 is available as either a 232-horsepower* 6-speed manual transmission, or a 212-horsepower* 6-speed Sport automatic transmission with steering-wheel-mounted paddle shifters for a Formula 1-style driving experience. The RENESIS engine is remarkably smooth and high revving — all the way to 9,000 rpm (7,500 rpm on Sport AT-equipped models). The RENESIS engine features side intake and exhaust ports with nearly 30 percent more intake port and twice as much exhaust port than its predecessors. The efficiencies gained through shortening the intake/exhaust overlapping period and using the larger intake and exhaust ports in delivering world-class performance. Through the incredible efficiencies of a rotary powerplant, an advanced three-stage intake system and an electronic throttle, the RENESIS engine delivers smooth, linear power on a grand scale.

ULTIMATE PERFORMANCE: RX-8 R3

The 2009 RX-8 will offer a new R3 trim level. Providing the very best in rotary-powered motoring, the R3 hearkens back to the R1 and R2 packages offered on the mighty third-generation RX-7, and adds a sport-tuned suspension with Bilstein® shock absorbers and front-suspension crossmembers filled with urethane foam for a smoother ride, minimized NVH and greater suspension control. On the visual side of the R3 trim level, a rear spoiler, side sills and sporty front bumper were added to give an aggressive appearance, along with 19-inch forged, aluminum-alloy wheels with high-performance tires. Inside, the R3 includes a 300-watt Bose® Centerpoint® Surround System with AudioPilot® noise compensation technology, Bluetooth® hands-free phone system, front Recaro sport seats with leather side bolsters, leather-wrapped parking-brake handle and Mazda Advanced Keyless Entry and Start System.