Mitsubishi Lancer Prototype-S: upcoming Euro Lancer Ralliart hatchback
Here are a few images of the new Lancer Prototype-S, which previews the forthcoming Lancer Ralliart Sportback (5door liftback). This sports hatch is rumoured to be mainly for the European market where it is slated to go head-on with the new Subaru Impreza WRX.
It is also expected to mechanically similar to the Lancer Ralliart sedan, as such is powered with a detuned version of the EVO X’s 2.0L Mivec Turbo engine, good for 'only' 240ps and 343Nm of torque. Torque is being driven via MMC's Twin Clutch SST gearbox down to a full-time 4WD (S-AWC) among other things.
Renault Megane II Car 2008
To Americans, Renault is synonymous with bad quality and lousy reliability. These days, however, la Regie is responsible for some stylish and thoroughly well engineered cars, which are as reliable as anything on the European market and nicely screwed together, too.Whatever one thinks of the exterior of the Megane II hatchback—and we rather like the formal proportions to the hindquarters that remind us of a 1920s limousine—the interior is superbly wrought. Indeed, the soft-touch plastics that swathe the dashboard and center console and even surround the window lifts and door pulls are up to Volkswagen standards and make most of the small cars on sale here, whether from Japanese or domestic manufacturers, look decidedly cheesy. Sure, we were driving the upscale Privilege trim level, which costs the equivalent of $20,000 without the British sales tax of 17.5 percent, but all Meganes have the same elegant interior architecture and high grade materials. There's some suitably quirky Frenchness, too, with a flat card taking the place of a key: slot it into a hole in the center console and then hit the Start/Stop button to get going.
The Megane is sold with 1.4-, 1.6- and 2.0-liter gasoline engines as well as 1.5- and 1.9-liter common-rail diesels. The diesels are the nicest to drive, with the 1.9-liter four making 118 horsepower and an amazing 221 pound-feet of torque at an equally astonishing 2000 rpm. All that low-down lugging power ensures the Megane 1.9dCi covers ground remarkably swiftly, aided by a very sweet six-speed manual. Top speed is 122 mph, 0-62 mph is claimed to take 10.5 seconds, and real-world overtaking is remarkably easy. The engine is super smooth and quiet, too: We'd reckon that nine out of ten Americans wouldn't be able to tell what type of engine this is. Better still, in a place where fuel costs $5 a gallon, real world fuel economy of around 40 miles per (U.S.) gallon makes a huge amount of sense.
It's not all good. The Megane is a great highway cruiser, but once the road starts twisting and the surface starts breaking up, the car's MacPherson strut front and rear torsion beam suspension can't quite cope. The car tends to float too much over crests and suffers from lateral motions on bumpy back roads, while the steering is a touch inert. The chassis is competent and the car can be hustled rapidly and safely, but it's hardly inspirational.
Would the Megane catch on in the States? In Privilege form—with power locks and windows, steering column radio controls, automatic air, et cetera—it costs about the same as a well equipped VW Jetta or Golf. It isn't any more entertaining to drive, but is more stylish inside and out and would be a great freeway ride or city commuter. Whether anyone at Renault really wants to try out the American market again is a moot point-and with Nissan doing so well, why bother? What we really like about the Megane, though, is that its design team, led by the underrated Patrick Le Quement, has really managed to come up with a distinctly national style in a way that the multicultural design teams at other major makers-GM and Ford in the U.S. among them-have failed to do.
New Renault Sport Clio V6 Car
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Lyon, France - Imagine a widebody Dodge Neon coupe. Mid-engined. Rear-wheel drive. No longer powered by a humble four-cylinder but by a V-6 borrowed from the 300M. Get the picture? That's essentially the transformation Renault's Clio econo-hatch has undergone at the hands of Renault Sport and Tom Walkinshaw Racing (TWR). The result is the awesome Clio V6, son of the Renault 5 Turbo 2 and Renault's newest racer for the road.
The Clio V6 comes together at TWR's facility in Uddevalla, Sweden, where serious structural reinforcements are required before an engine can be planted in the middle of the car. While they are at it, the Anglo-Scandinavian welding artists stretch the wheelbase and widen the track, front and rear. The suspension is also all new. Up front are damper struts and lower wishbones, with longitudinal and transverse links at the back, abetted by compact spring and damper units. Thick anti-roll bars and four large vented disc brakes complete the chassis setup. Although the doors and fenders are composite, the Clio V6 still tips the scales at a sumo-esque 2955 pounds.
Like its charismatic predecessor, the genetically manipulated Clio does not share many items with its mass-production siblings. Under the hood, where lesser Clios have their engine and transmission, the Clio V6 has a black plastic tray that serves as a bonsai cargo hold. The engine instead looms large behind the front seats. Although sealed off by a well-insulated clamshell capsule, the 24-valve V-6 is still every bit as audible as an angry mother-in-law riding shotgun. Mounted east-west, the 3.0-liter engine, which produces 230 horsepower and 221 pound-feet of torque, is mated to an extremely long-legged six-speed manual transmission. With the exception of anti-lock brakes, there are no electronic watchdogs to aid traction or to sort out any handling imbalance. On grippy tarmac, the wild-looking Renault will accelerate from 0 to 62 mph in 6.4 seconds. The top speed is an even more impressive 147 mph, although it takes a long time to get there. Fuel economy? About 16 mpg.
Visually, the Clio V6 is an absolute treat. The designers created a much more sensuous and sculptured body with prominent lateral air intakes, a massive front spoiler, flared front and rear fenders, sills that are now almost too wide to step over, multi-lens headlamps with xenon bulbs, and a busy rear bumper that incorporates two rectangular breathing gills and a pair of enormous tailpipes. The alloy wheels are shod with well-filling Michelin Pilot Sport SX tires--205/50ZR-17 front and 235/45ZR-17 rear.
Inside, however, the mid-engined Clio is definitely more Renault than Sport. The plasticky dashboard is almost unchanged, and the build quality is more in line with a $15,000 runabout than with a $34,000 hot hatch. Strong points include the comfortable and generously adjustable seats, the conveniently tall shift lever, and the perfectly spaced drilled metal pedals.
Ready for a blast around the block? Then brace yourself for some serious initial understeer. Directional stability can be best described as sporadic, and at-the-limit handling is a take-your-heart-in-your-hands experience. Power oversteer is the essence of this car's character, but you need to plant your right foot quite early to unstick the rear tires, and, occasionally, it helps to point the nose toward the apex of a turn even before you can see it. What can really throw you on winding roads is the extra-wide turning circle and the steering's lack of lock, both of which must be blamed on serious front-end packaging constraints. On the credit side, the Clio V6 deserves full marks for a set of powerful disc brakes and for its intoxicating drivetrain, which is smooth, torquey, responsive, and unexpectedly refined.
Renault Sport and TWR will build no more than 5000 Clio V6s through September 2003. Since orders already exceed the limited supply, the cars are being allocated to preregistered customers via an Internet raffle.
Perhaps DaimlerChrysler should consider a similarly tricked-out Neon. After all, such a car works wonders for the corporate image--and for the adrenaline flow of its lucky owners.
Lyon, France - Imagine a widebody Dodge Neon coupe. Mid-engined. Rear-wheel drive. No longer powered by a humble four-cylinder but by a V-6 borrowed from the 300M. Get the picture? That's essentially the transformation Renault's Clio econo-hatch has undergone at the hands of Renault Sport and Tom Walkinshaw Racing (TWR). The result is the awesome Clio V6, son of the Renault 5 Turbo 2 and Renault's newest racer for the road.
The Clio V6 comes together at TWR's facility in Uddevalla, Sweden, where serious structural reinforcements are required before an engine can be planted in the middle of the car. While they are at it, the Anglo-Scandinavian welding artists stretch the wheelbase and widen the track, front and rear. The suspension is also all new. Up front are damper struts and lower wishbones, with longitudinal and transverse links at the back, abetted by compact spring and damper units. Thick anti-roll bars and four large vented disc brakes complete the chassis setup. Although the doors and fenders are composite, the Clio V6 still tips the scales at a sumo-esque 2955 pounds.
Like its charismatic predecessor, the genetically manipulated Clio does not share many items with its mass-production siblings. Under the hood, where lesser Clios have their engine and transmission, the Clio V6 has a black plastic tray that serves as a bonsai cargo hold. The engine instead looms large behind the front seats. Although sealed off by a well-insulated clamshell capsule, the 24-valve V-6 is still every bit as audible as an angry mother-in-law riding shotgun. Mounted east-west, the 3.0-liter engine, which produces 230 horsepower and 221 pound-feet of torque, is mated to an extremely long-legged six-speed manual transmission. With the exception of anti-lock brakes, there are no electronic watchdogs to aid traction or to sort out any handling imbalance. On grippy tarmac, the wild-looking Renault will accelerate from 0 to 62 mph in 6.4 seconds. The top speed is an even more impressive 147 mph, although it takes a long time to get there. Fuel economy? About 16 mpg.
Visually, the Clio V6 is an absolute treat. The designers created a much more sensuous and sculptured body with prominent lateral air intakes, a massive front spoiler, flared front and rear fenders, sills that are now almost too wide to step over, multi-lens headlamps with xenon bulbs, and a busy rear bumper that incorporates two rectangular breathing gills and a pair of enormous tailpipes. The alloy wheels are shod with well-filling Michelin Pilot Sport SX tires--205/50ZR-17 front and 235/45ZR-17 rear.
Inside, however, the mid-engined Clio is definitely more Renault than Sport. The plasticky dashboard is almost unchanged, and the build quality is more in line with a $15,000 runabout than with a $34,000 hot hatch. Strong points include the comfortable and generously adjustable seats, the conveniently tall shift lever, and the perfectly spaced drilled metal pedals.
Ready for a blast around the block? Then brace yourself for some serious initial understeer. Directional stability can be best described as sporadic, and at-the-limit handling is a take-your-heart-in-your-hands experience. Power oversteer is the essence of this car's character, but you need to plant your right foot quite early to unstick the rear tires, and, occasionally, it helps to point the nose toward the apex of a turn even before you can see it. What can really throw you on winding roads is the extra-wide turning circle and the steering's lack of lock, both of which must be blamed on serious front-end packaging constraints. On the credit side, the Clio V6 deserves full marks for a set of powerful disc brakes and for its intoxicating drivetrain, which is smooth, torquey, responsive, and unexpectedly refined.
Renault Sport and TWR will build no more than 5000 Clio V6s through September 2003. Since orders already exceed the limited supply, the cars are being allocated to preregistered customers via an Internet raffle.
Perhaps DaimlerChrysler should consider a similarly tricked-out Neon. After all, such a car works wonders for the corporate image--and for the adrenaline flow of its lucky owners.
New 2008 Porsche 911 GT3 Track Experience Car
As journalists, we're accustomed to hearing well thought out, carefully planned marketing spin from expertly trained PR professionals. And we're usually very good at ignoring it. We smile at the nice PR rep, grab the keys, and formulate our own opinion.
Porsche reps don't give us lines of BS, though - their company is one of precious few that sell their cars based on engineering merit, not marketing slogans. So when Porsche product reps speak, we listen. And when they say that the GT3 is the closest thing to a race car you can get for the street, they ain't kidding.
We all know that the 911 is the quintessential sports car. You've heard us say it over and over again. It's an everyday supercar. It's rewarding, capable, yadda, yadda, yadda.
Well, I've just driven the 911 GT3 on the track, and to hell with everyday cars. To hell with supercars. In fact, to hell with my own personal 911. By comparison, the GT3 makes it (and just about every other car on the planet) feel like a softly sprung Buick Roadmaster.
I've driven open-wheel cars with less communicative steering. I've driven race cars whose engine sounded only a fraction as testosterone-laden as a GT3's. But I have never, ever driven a car that likes to dance like the GT3.
The GT3's handling is so fluid it could win Dancing With the Stars. Its engine sings so powerfully that it could win American Idol. And it's so down-to-business that it would win The Apprentice in one episode.
Luckily, my drive didn't end disastrously. But unlucky for me, I got to drive the GT3 in the first session in the morning at Barber Motorsports Park, a track I had never before driven. As I became more familiar with the track in successive sessions - in a Cayman, a Boxster S, a 911 Targa 4S, and finally a 911 Turbo - my lap times got faster and faster.
On the track, its 415-hp, 3.6-liter flat-six pulls to its 8400-rpm redline, gear after gear, with such smoothness you can't believe it's not butter. And with such immediacy that you can't believe it's not turbocharged. Cornering grip is blackout-inducing, thanks in part to the Michelin Pilot Sport Cup tires, but even still, there is no body roll. None - not even during tank-slapper slides that would send ordinary 911s into orbit. A little opposite lock and some carefully applied throttle will pull you through, as if the GT3 were a go-kart.
With that said, the GT3 is a neutrally balanced race car, which means that oversteer is always one little mistake away. For an experienced racecar driver, it's a tool to help turn the car. For an inexperienced driver, it could be disastrous, especially because Porsche Stability Control isn't an option on the GT3.
But not once - not for a second - did I smile the way I did while driving the GT3. Not even when the Turbo's monstrous boost slingshot me out of second-gear corners. The Marketing Guys might tell me that the Turbo is the flagship of the 911 lineup, that it's almost as fast as the GT3 around a track, and that it makes a better daily driver. But on the track, there is simply no contest.
I'm ruined for life; I might never enjoy driving another car on the track again. The GT3 is that good. And that's definitely no line of marketing BS.
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Muscled car needs no tuning
Ford Mustang Gt350 1966 Jlm Muscle Cars Auto Carros Tuning 1024 x 768, originally uploaded by tr_gurule.
Peugeot Spider 207 in Malaysia now
The Peugeot Spider 207, developed from the Peugeot 20Cup concept-car is an all out race car. Inspired by the Sport Prototype cars of the seventies, with its short front cowling and no spoiler, the Spider 207 has a very particular style.Equipped with a six-speed Sadev sequential gearbox, with selection controlled by shift paddles, a 1.6L engine, and double wishbone and spring-damper units front and rear, the car has been built to Peugeot’s traditional racing specifications and looks like a safe bet on the track. The Spider 207’s 1.6L 16v/EP6 DTS engine, designed in collaboration with BMW, is the same as that in the 207 RC. The use of specially modified and configured intake and exhaust systems will bring the Spider 207’s maximum power to 175bhp. The Spider 207 enjoys a considerable benefit due to the imposing rear cowling. Its unusual design not only improves the car’s aerodynamic properties but also makes a vulnerable rear spoiler unnecessary.
A single make series, the Peugeot Spider 207 Cup was developed for the Spider 207 in Europe. This "Intense Sport" cup was a curtain raiser at each of the 5 European meetings of the 2007 Le Mans Series where the 207 Spiders will run 2 qualifying practices and 2 races. Also launched at the last Paris Motor Show, it is no surprise to see the 207 Spider joining the Le Mans Series together with its big sister the Peugeot 908 whose debut within the Series "LM"P1 category was as promising as was expected.
The two official Peugeot Sport development drivers, Eric Hélary & Julien Briché, have tested the car to improve it. Directly developed from the 3 wheel 20Cup concept-car, but featuring conventional 4-wheel architecture, the 207 Spider is powered by a reliable production engine which offers a high level of torque. Thus, this car is ideal for a single class race championship. Furthermore, an attempt has been made to standardise as many pieces as possible to facilitate their interchanging. The 1,6L engine is totally production configured; only the intake & exhaust were modified. The engine and gearbox, the latter being controlled by "paddles" on the steering wheel, are located in a rear central transverse position. The tyres are from Michelin.
This spectacular car is now on display at the new Peugeot Blue Box in Glenmarie for a limited time. Nasim Sdn Bhd (NSB) would like to have this car participating in the local races. They welcome enquiries as to the running of the Peugeot Spider 207 Cup in Malaysia or use of the car in other local races.
Peugeot and racing fans are encouraged to visit the new Blue Box located at Lot B, No 2 & 4, Jalan Pengaturcara, U1/51, Seksyen U1, Temasya Industrial Park, 40150 Shah Alam to see the fabulous new Spider 207 and also the 207CC which will also be on display for a limited time only.
Also displayed at the centre is the new 2008 edition of the Naza 206 Bestari. A popular seller, the 206 Bestari had been freshened up with enhancements to the exterior and also interior. All these add up to a refreshing new look for the popular B segment hatchback. The best news is that there is no price increase for the enhancements.
For more information on the 2008 edition Naza 206 Bestari, Peugeot owners are advised to contact the Peugeot Careline at 03-2617 7777. Those interested in Peugeot may also visit http://www.peugeot.com.my/.
At the same time, NSB also announced that they will start collecting bookings for the new 407 from March 15. According to NSB, the new CKD 407 will retail at a very attractive price. NSB will progressively bring in other CKD and CBU Peugeot models to cater to the different segments of the Malaysian market.
Related posts:
http://for-wheels.blogspot.com/2008/02/relaunch-of-2008-peugeot-407.html
http://for-wheels.blogspot.com/2008/02/new-peugeot-blue-box-in-malaysia.html
http://for-wheels.blogspot.com/2008/02/peugeot-to-launch-308-gt-thp-175-at.html
DBS
Truly great luxury sports cars are few and far between. In a world where innovation is all too often hampered by compromise, pure performance is a rarity available only to the genuinely discerning. Designed as the ultimate driving experience, the Aston Martin DBS bridges the gap between road and track – DB9 and DBR9. Equally at home on a twisting mountain circuit as on the open road, the DBS is a true thoroughbred.
The Aston Martin DBS is a 6.0-litre V12 powered, race-bred, two-seater shaped by the aerodynamic demands of high performance, with an exquisite interior that marries beautifully hand-finished materials with the very latest in performance technology. A combination of elegant design, innovative manufacturing processes, race-derived materials and components and Aston Martin’s unrivalled hand-build expertise makes the DBS a luxury sports car without equal.
New Alfa 147 3 doors
Elegant and sophisticated, metropolitan and sporty.
The new Alfa 147 epitomizes the best in Alfa Romeo’s tradition and a new way of living on the move.
Fully refurbished and enriched with new accoutrements, the new Alfa 147 stands out for its compact, slender lines.
Its bold profile, with a low grille and new elongated headlamps, defined by lines steeply slanted towards the shield, unveils the muscle and the dynamic quality of this model, whose design expresses a firmer grip on the road and unparalleled stability. Every detail of the rear section of the new Alfa 147 is an eye catcher, combining elegance with sportiness.
The rear handles blend so smoothly into the car body, they almost go unnoticed in the five-door version.
The headlamps, with a longer, more triangular shape, convey a new impression of strength. Even the tailgate looks smarter, with its exclusive light clusters and newly acquired chromed mouldings.
All-New Volvo XC60
Volvo has released the first photos of its freshest new model: the all-new 2009 Volvo XC60. "This is not only the safest Volvo ever - it's also the most stunning," says Volvo Cars President and CEO Fredrik Arp. The new XC60 will debut at the Geneva Motor Show on March 4, 2008. Its U.S. launch following shortly thereafter; the first quarter of 2009.Click on all images to enlarge
Volvos' new XC60 crossover steps boldly into what is the motoring world's toughest and fastest-growing segment - the "Small Premium Utility". This car is charged with more emotive form and more energy than any other Volvo," says Volvo Cars Design Director Steve Mattin. "We're elevating our design DNA to an entirely new level by literally turning up the visual volume. If you say that you'd recognise a Volvo from 300 feet away today, I dare say the XC60 radiates a clear Volvo presence from at least twice that distance."
A variety of intelligent safety systems are another important part of the XC60's special character. The big news is City Safety - a unique system that can help the driver avoid or reduce the effects of the type of low-speed impacts that are common in city traffic. If the car is about to drive into the vehicle in front and the driver does not react, the car automatically applies the brakes."Volvo is the first in the world to offer this type of feature as standard," says Arp. "City Safety clearly signals that the new XC60 is the safest car Volvo has ever produced. The car is packed with our accumulated safety know-how and technology, both when it comes to preventing accidents and protecting all the occupants in a collision."
The new XC60 will be launched in the U.S. with only one standard engine: the powerful turbocharged T6, which produces 281 horsepower. All Wheel Drive (AWD) with Instant Traction is fitted as standard. The global sales target for the new XC60 is 50,000 units per year. The five largest markets during the peak year 2010 are expected to be the USA (15,000 - 20,000 units annually), Germany, Great Britain, Russia and China.
The Volvo XC60 will be built at the Volvo Cars factory in Ghent, Belgium. Sales will start in Europe during Q3 2008, while sales in North America are targeted to begin in early 2009.
GTA Motor, the spanish coupe
GTA is working in a new car, that will be the spanish representation in the coupe cars top. 700CV, a great aerodinamic design, titan... And just 99 units in the market, it's the moment to spend 600.000€ in a dream :)
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