S320E Saleen Mustang 2008 "302 cubin inch engine"

Saleen is well known for the incredible Mustangs that they deliver to consumers. Each and every vehicle that they produce is one that many of us would love to get our hands on because of the craftsmanship, performance, and power that is put into it.In 2008 Saleen revealed the S320E Mustang. It has been equipped with a 302 cubin inch engine that was specially made by Saleen and has been augmented with a patented Saleen twin screw and intercooler supercharger. With this engine the S320 can produce 620 horsepower and 600 pound-ft of torque.“We believe that we are in the process of creating a legendary new car. It’s thrilling,” says Saleen President and CEO, Paul Wilbur. “It seemed to make sense that as we go into our 25th Anniversary as a manufacturer in North America that we make our best and most powerful car yet.”

This new model - which has been given the nickname “Extreme” - has been built with a number of high quality performance parts that reveal to consumers the race engineering heritage that they are known for. The unique engine that is placed inside the car is a forged crankshaft with forged connecting rods and forged pistons that have been blueprinted individually. It is also built with 5 axis CNC aluminum cylinder heads, high performance camshafts, and high flow fuel injectors.Each one of the parts work together simultaneously with the Saleen twin screw supercharger. It is connected to a 6 speed manual transmission and Max grip rear differential - which allows it to reach from 0 to 60 mph in less then 4 seconds.“This place represents a kind of automotive “mecca” for me. We are making limited volume, performance vehicles for people who really love cars, by people who really love cars. I cannot think of a better place to put my 35 years of OEM engineering history to work,” says Vice Chairman and Chief Technical Officer Chris Theodore. Chris Theodore is also known as the father of the Ford GT. “Now I am helping build great Saleen cars in the same factory that I architected for the legendary Ford GT.”“This is the best motor that we have ever done,” says Powertrain Engineering lead Rob Simons.

“We have really benefited from having Chris [Theodore] around. He brings perspective and experience to the company unlike anything that we have known prior.”In order to get the best performance out of the this Mustang the engineering team used a standard 20 inch, 5 spoke forged aluminum allow wheels that are wrapped in Pirelli P-Zero Rosso tires. But in order to have large amounts of power added to the car you must be able to control it. Otherwise we would be all over the road with it. To have the type of control that we need engineers equipped the Extreme with a Saleen Racecraft suspension and a second generation, brand new Watts Link system that will help the driver stay in control of the vehicle when taking sharp corners.The chassis system has been rounded by upgraded 4 wheel disc brakes and ABS and traction control. The performance brake system features 15 inch vented, slotted rotors, with 6 piston calipers in the front and 11.8 inch rear vented discs with single piston calipers in the back.

Midsize Sedan "Ford Fusion Hybrid 2010

By Andrew Ganz

Ford isn’t quite putting all of its eggs in one basket with the Fusion, but it sure is coming close. The midsize sedan that the automaker hopes will keep it afloat in the long-term offers an unprecedented choice of four powertrain options – a huge range of available engines for a volume model. The most technologically advanced of which is the Fusion Hybrid, which was recently certified at 41 mpg in the city, according to the EPA.
With the lofty expectations of greater than 40 mpg around town in consumer use, the Fusion Hybrid is poised to be the first hybrid to truly bring high levels of efficiency into the workaday sedan market.

Sure, the Toyota Prius is a hot seller, but it’s an emotionally charged vehicle (no pun intended) that forces some sacrifices as a daily driver. The Fusion Hybrid, however, is a no-comprimises, high-efficiency sedan that looks and feels just like its gas-only brothers.

Did Ford succeed? Read on.
What is it?Ford redesigned the Fusion for 2010 – take a look at our recent full-line review. The Fusion Hybrid is the regular lineup’s frugal brother, powered by a gasoline/electric hybrid powertrain and a continuously variable automatic transmission.
Rather than go down the mild hybrid route like General Motors did with the Chevy Malibu Hybrid, Ford attempted to maximize mainstream efficiency. The Fusion Hybrid features few aero-enhancing and eye-catching add-ons, but it promises 41 mpg around town – as verified by the EPA’s watchdogs.

The Fusion Hybrid is mechanically identical to the Mercury Milan Hybrid. We also recently reviewed all three gas-only powertrains in the standard ‘10 Fusion.
What’s it up against?Fusion guns straight at the Toyota Camry Hybrid, but we’d also expect some green car shopping against the Nissan Altima Hybrid, Chevy Malibu Hybrid and the Saturn Aura Hybrid.
Given its no-compromises comfort and practicality, Ford sure hopes some Toyota Priuses (Prii?)(will wind up on Ford dealer used car lots.
Any breakthroughs?The Fusion Hybrid achieves its high in-town fuel economy thanks to a 106-horsepower permanent magnet AC synchronous motor that can motor the Fusion up to 47 miles per hour without deferring to the traditional gas-drinking 156-horse 2.5-liter Atkinson cycle four-cylinder.

Inside, Ford is heavily touting the Fusion’s SmartGuage cluster, an LCD gauge cluster designed to help drivers be more informed – and to drive more efficiently.
How does it look?With the exception of unique wheels, hybrid badges and an aero-enhanced molding around each fog lamp, the Fusion Hybrid looks and feels exactly like its gas-only siblings. That’s pretty bold in today’s world of hybrids with unique bodykits and stickers designed to cheat aerodynamics – and attract attention.

The ‘10 Fusion is a tasteful update of its predecessor and it features the best integration of Ford’s’ three-bar corporate grille we’ve seen yet. Early adaptations, particularly the first-generation Fusion, never sat well with us. Ford’s designers have had time to smooth out the details and better integrate the style and it shows.

Hybrid-specific wheels not only look pretty good, they help to reduce drag. Interestingly, Ford chose not to specify low rolling resistance tires for the Fusion Hybrid. Not only does this help keep the initial purchase price down, it means that buyers won’t have to seek out special tires when it comes time for replacement in order to keep with the original equipment specifications.
And inside?Again, Fusion Hybrid deviates little from the rest of the lineup. That means it gets the same tasteful interior covered in high-quality plastics throughout - a real improvement over the previous generation.

There are still a handful of low-buck bits that we would have changed – namely the dash-top-mounted storage bin and the center console plastic, but overall Ford has done an admirable job of imitating Volkswagen materials and switchgear quality with a homegrown design.
Ford’s SmartGuage system makes its debut in the Fusion Hybrid, though the automaker says it’ll make it into future hybrids, as well.

Essentially a pair of wide, high-resolution LCD displays flanking a centrally-mounted speedometer, SmartGuage allows drivers to tailor the amount of information they want displayed, ranging from just basic fuel level and battery charge all the way up to a detailed display that shows where power is being distributed down to the draw from accessories. The menuing system is elaborate but fairly simple to operate. We wouldn’t recommend playing with it while moving since the fonts are small.

On the right screen, the system features Ford’s EcoGuide, a whimsical tutorial designed to help Fusion operators drive more efficiently. As you continue driving, you “build” a forest of leaves – the more leaves, the more efficiently you’re driving. We’ll admit we were skeptical of the system when Ford first unveiled it, but after using it during a brief drive at the vehicle’s media launch, we found ourselves trying to build the biggest forest we could. Al Gore would love it.
(Our test cars provided by Ford had the passenger airbags disabled pending final programming, hence the airbag lights).

We recommended that the virtual forest be season-themed: Snow-covered leaves in the winter and multi-color foliage in the fall.
But does it go?We couldn’t quite hit 47 miles per hour in just electric mode, but we came very close. Ford set up an urban route for journalists and, with Ford’s Hybrid Applications Manager, Gil Portalatin riding shotgun, this author was able to achieve an impressive 42.9 mpg over a 40 mile route.

Granted, that was babying the throttle, driving with the air conditioning and accessories off and relying heavily on the Fusion Hybrid’s regenerative breaking to charge the battery. Unlike some hybrids, the Fusion’s brakes are easy to modulate and have a natural feel, despite the generation system.

In more normal driving, we were able to achieve upper-30s in urban driving – but that included a couple of gas-guzzling throttle applications to truly test out the Fusion Hybrid’s capabilities.
From all speeds, the Fusion Hybrid accelerates fairly briskly. Its two engines combine for a total of 191 horsepower, more than enough to move the 3,720 lb. sedan without any struggle. The CVT is not intrusive and seemed to keep power on tap at all times without heavy revving of the motor like some CVTs we’ve experienced will do.

Fusion Hybrid features a 275 volt sealed Ni-MH battery mounted behind the rear seats (which don’t fold).
We noticed only the slightest thump from the powertrain when the gasoline engine would cut in or out – less than we’ve experienced in the Toyota Prius or Ford’s Escape hybrid. We also applauded the reduction of the high-pitched electric engine whir that plagued previous generations of the Escape.

The Fusion Hybrid features the same electric power steering that Ford has installed in every version of the Fusion bar the performance-oriented 3.5-liter Sport model. It provides similarly reasonable feel that combines with a taut suspension and stiff chassis to give the Fusion better-than-average handling. Suspension upgrades for 2010 have given all Fusions, including the Hybrid, a composed and upscale ride befitting a much more expensive sedan that is unparalleled in this segment.

Why You Would Buy It:You’re looking for maximum efficiency without the stigma or compromises of the Toyota Prius.
Why You Wouldn’t:You think $1.50-a-gallon is here to stay.Leftlane’s bottom line
The Fusion Hybrid is an ideal marketing tool for Ford’s impending financial recovery. A product-led renaissance needs a halo vehicle for its mainstream lineup and Fusion Hybrid delivers – especially based on the numbers. To be able to market a vehicle capable of greater than 40 mpg in the city driving most urban and suburban drivers experience on a daily basis must be a dream come true for Ford’s marketing team. Fortunately, the hybrid powertrain is wrapped in a pretty darn good sedan that might have you second-guessing its blue-oval badge.

2009 Ford Fusion Hybrid base price, $27,270.

Latest Honda Insight Hybrid 2010 Features

2010 Honda Insight EX Hatchback Performance & Efficiency Standard Features

-1,339 cc 1.3 liters in-line 4 front engine with 73.0 mm bore, 80.0 mm stroke, 10.8 compression ratio, overhead cam, variable valve timing/camshaft and two valves per cylinder
-Electric fuel with additional unleaded 87
-Multi-point injection fuel system
- 10.6 gallon main unleaded fuel tank 8.8
- Power: 73 kW , 98 HP SAE @ 5,800 rpm; 123 ft lb , 167 Nm @ 1,000 rpm 13, 10, 58 and 79

2010 Honda Insight EX Hatchback Handling, Ride & Braking Standard Features

- Four-wheel ABS
- Two disc brakes including two ventilated discs
- Electronic brake distribution
- Electronic traction control via ABS & engine management
- Immobilizer
- Spacesaver steel rim internal spare wheel
- Stability control
- Strut front suspension independent with stabilizer bar and coil springs, torsion beam rear suspension semi-independent with stabilizer bar and coil springs

2010 Honda Insight EX Hatchback Exterior & Aerodynamics Standard Features

- color front and rear bumpers
- Day time running lights
- Driver and passenger power heated body color door mirrors indicator lights
- External dimensions: overall length (inches): 172.3, overall width (inches): 66.7, overall height (inches): 56.2, wheelbase (inches): 100.4, front track (inches): 58.7, rear track (inches): 58.1 and curb to curb turning circle (feet): 36.1
- Projector beam lens halogen bulb headlights
- Metallic paint
- Fixed rear window with defogger and intermittent
- Tinted glass on cabin, rear and side
- Weights: curb weight (lbs) 2,734
- Windshield wipers with variable intermittent wipe

2010 Honda Insight EX Hatchback Interior Standard Features

- 12v power outlet: front and 1
- Air conditioning with climate control
- Roof antenna
- Peripheral anti-theft protection
- Audio system with AM/FM and CD player CD player reads MP3 and digital media card
- Automatic drive indicator on dashboard
- Cargo area light
- Cargo capacity: all seats in place (cu ft): 15.9
- Clock
- Compass
- Computer with average speed, average fuel consumption, instantaneous fuel consumption and for remaining fuel
- Full dashboard console with open storage box, full floor console with covered storage box
- Delayed/fade courtesy lights
- Cruise control
- Front seats and rear seats cup holders fixed
- Door ajar warning
- Door pockets/bins for driver seat and passenger seat
- Nickel metal hydride electric Power source
- External temperature
- Driver front airbag with multi-stage deployment, passenger front airbag with occupant sensors and multi-stage deployment
- Bucket driver seat with height adjustment, bucket passenger seat
- Height adjustable 3-point reel front seat belts on driver seat and passenger seat with pre-tensioners
- seat center armrest
- Two height adjustable active head restraints on front seats, three height adjustable head restraints on rear seats
- Illuminated entry system
- Internal dimensions: front headroom (inches): 38.4, rear headroom (inches): 35.9, front hip room (inches): 51.6, rear hip room (inches): 48.7, front leg room (inches): 42.3, rear leg room (inches): 33.5, front shoulder room (inches): 52.7, rear shoulder room (inches): 50.4 and interior volume (cu ft): 85.0
- Low tire pressure indicator
- Navigational systems : information type: voice and touch screen controls DVD, color and 6.5
- Remote power locks includes trunk/hatch and speed sensing
- Power steering
- Front power windows with one one-touch, rear power windows
- Front reading lights
- 3-point reel rear seat belts on driver side, passenger side and center side
-Three asymmetrical bench front facing rear seats with zero adjustments
- Rear view mirror
- Steering wheel mounted remote audio controls
- Front and rear side curtain airbag
- Front seat back storage
- Cloth seat upholstery with additional cloth
- Seating: five seats
- Service interval indicator
- Front side airbag with occupant sensors-
Six speaker(s)
- Plastic multi-function steering wheel with tilt adjustment and telescopic adjustment
- Tachometer
- Driver and passenger vanity mirror
- Ventilation system with micro filter
- Voice activating system

Chevrolet Malibu Hybrid "negligible hybrid benefits"

Introduction

The 2009 Chevrolet Malibu Hybrid manages to be both a success and a failure. As a midsize sedan, the Malibu is a success thanks to its handsome styling, solid driving dynamics and spacious, comfortable cabin. But the hybrid version is what's called a "mild" hybrid. And like a tofu burger or near-beer, it's simply not as good as the real thing.
To clarify, a full hybrid has the ability to run on electric power alone at speeds up to 25 mph or so. As such, it is able to get impressive fuel mileage, especially in stop-and-go traffic and city driving (the driving situations that are the worst for a gas engine's fuel efficiency). However, the Malibu hybrid's "mild" status means that its electric motor isn't really used for propelling the car on its own -- its primary purpose is starting the engine when it automatically shuts off to save fuel at traffic lights or other stopping situations.
Granted, the Malibu Hybrid's four-kilowatt electric motor/generator can actually move the car on its own up to a dizzying 3 mph, but that's essentially useless in terms of increasing fuel economy. To put it into perspective, the Camry Hybrid's 30-kilowatt unit can propel it up to 30 mph.
Furthermore, the Malibu Hybrid's performance isn't as good as real hybrids. When maximum power is called for, its electric motor assists the gas engine, but the added boost is minimal as it adds a mere 5 horsepower to the cause. That doesn't compare too favorably to the Toyota, whose muscular electric motor kicks in an additional 40 horses when needed. Another bummer is that the Malibu Hybrid's overall fuel economy rates just a few mpg better than the standard four-cylinder Malibu.
With a base price around $25,000, the 2009 Chevrolet Malibu Hybrid is only about $1,000 less expensive than the Camry Hybrid and Nissan Altima Hybrid (which shares the Toyota's hybrid technology), both of which are also cleaner in terms of emissions ratings. If price and the environment are priorities, the Toyota Prius remains the best bet, by being both cheaper and incredibly fuel efficient while offering an impressive amount of passenger and cargo space. It's also a tad quicker than the Malibu and offers more luxury features.
Despite how impressive the regular 2009 Chevy Malibu is, the Hybrid version leaves us cold. General Motors says that its full-fledged "two-mode" hybrid system will eventually make its way into the Malibu. It can't arrive fast enough.

Body Styles, Trim Levels, and Options

The 2009 Chevrolet Malibu Hybrid is a midsize sedan available in one trim level. Standard features include 17-inch alloy wheels, full power accessories, cruise control, keyless entry, automatic climate control, a tilt-telescoping steering wheel, power height adjustment for the driver seat and a six-speaker stereo with CD/MP3 player, auxiliary audio jack and satellite radio.
The few available options include a six-way power driver seat and a sunroof.
For more Style information, see our Compare Styles page.

Powertrains and Performance
The Malibu Hybrid features a small electric motor that starts the 164-horsepower 2.4-liter four-cylinder gasoline engine and adds a small boost of power under high-load conditions. Hybrids aren't expected to be quick, but with a 0-60-mph time of around 11 seconds, the Malibu is much slower than the Camry and Altima hybrids. Even the Prius is quicker.
Unlike other hybrid setups, the Malibu's offers full electric propulsion only up to about 3 mph, whereas the Altima and Camry hybrids can get up to almost 30 mph. Consequently, city gas mileage is only a bit better than the standard four-cylinder Malibu. EPA fuel economy ratings for this year's updated Hybrid model stand at 26 mpg city/34 mpg highway and 29 mpg combined.

Safety
Standard safety features on the 2009 Chevrolet Malibu Hybrid include antilock disc brakes, stability control, traction control and OnStar. Front-seat side and full-length side curtain airbags are also standard.
In government crash testing, the Malibu Hybrid scored five stars (the highest possible) in both frontal- and side-impact tests. In Insurance Institute for Highway Safety testing, the (similar) non-hybrid four-cylinder Malibu scored the best rating of "Good" for both frontal-offset and side-impact protection.

Interior Design and Special Features
While its value as a hybrid is debatable, the Chevy Malibu scores big style points inside and out. The dual-cowl dash design is certainly eye-catching, while buyers have a pair of classy two-tone color schemes to choose from: gray/lighter gray and brown/tan. Although there's still some cheap plastic trim here and there, overall the Malibu is a vast improvement over past Chevy models and also better than its platform twin, the Saturn Aura hybrid.
Firmly supportive front seats make for comfortable 500-mile days behind the wheel, and the controls for the audio and climate control systems are simple to use. With its long wheelbase, the Malibu offers generous amounts of legroom for rear passengers, though the seat lacks a center armrest and the sloping roof line may impinge on headroom for tall folks. Unlike other hybrid sedans, the Malibu's trunk is not compromised by large battery packs, and it holds a maximum of 15.1 cubic feet of luggage.

Driving Impressions
The 2009 Chevrolet Malibu Hybrid doesn't offer the regular model's level of sporty handling. Most people don't expect their hybrid to handle like a sport sedan, so bigger concerns are that the Malibu trails its rivals in terms of acceleration and braking. On the upside, the Malibu Hybrid provides the same comfortable, hushed ride as the non-hybrid version.

Latest Chrysler's Peapod Electric Car

This could be the coolest iPod accessory yet: Chrysler's GEM division has introduced a docking station on wheels. And, it can carry you and three friends along with a tune.
Launched today in recognition of Earth Day, GEM calls the new docking station "Peapod," and it is actually a futuristic neighborhood electric vehicle, or NEV. Unlike the current GEM car that has an exposed tubular structure, the Peapod offers a sleek, ultramodern, and fully enclosed form. In contrast, when it rains the current open GEM design must be enclosed with accessory cab components if you want to stay dry.
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The Peapod is a product of Chrysler's ENVI design and engineering division. ENVI is a skunkworks style operation dedicated to electrically powered vehicles. The organization is said to operate semi-independently to facilitate moving quickly outside the normal corporate climate.
Clearly, the Peapod's design language is intended to look very futuristic. Its rounded teardrop form offers large expanses of tinted glass, including a large overhead glass roof panel. The body design maximizes interior space and has four high-back bucket seats with space saving mesh seatbacks. The dash area is a large elliptical shape with a center dock that can accommodate an iPod or iPhone.

The car is built on a 102 inch wheelbase with an overall length of 143.6 inches. It is 56.5 inches wide and 70.5 inches tall. For contrast, that's just two inches shorter in overall length than a MINI Cooper with a longer wheelbase. Its turning circle is 32 feet curb-to-curb. Base vehicle weight is estimated to be 1,290 pounds, and with a rated payload capacity of 910 pounds the maximum gross vehicle weight is 2,200 pounds. The Peapod is built on an aluminum spaceframe that's supported by dual A-arm front suspension with coil-over shocks and rack-and-pinion steering.

Buyers will have a choice of either six flooded electrolyte 12-volt lead acid batteries or optional maintenance-free batteries. The Peapod's 72-volt electrical system will have an onboard charger that will top off the batteries in six to eight hours from a standard 110-volt outlet. No details have been released on the electric motor, but the platform will be front-wheel-drive and feature regenerative braking. A full charge will yield approximately 30 miles of range, depending on terrain.
Neighborhood electric vehicles like the Peapod are street-legal low-speed vehicles that can be driven in most states on public roads with a posted speed limit of 35 mph or lower. NEVs are electronically governed to have a top speed of 25 mph to meet federal requirements. They're intended for use in congested urban areas, gated communities, and private and public lands that can benefit from their low-impact, zero tailpipe emissions electric drive.
Chrysler also took the occasion of the Peapod launch to rename its neighborhood electric vehicle division. Formerly Global Electric Motors, GEM now stands for Green Eco Mobility. GEM, based in Fargo, North Dakota, has produced more than 38,000 vehicles since 1998. The current GEM line includes two, four, and six seat models, along with models designed for cargo hauling and specialty applications. Those 38,000 GEM cars have now amassed more than 200 million miles, saving an estimated 10 million gallons of gasoline and 150 tons of tailpipe emissions.
The Peapod is scheduled to go into production in this year and represents a major component of Chrysler's reinvigorated emphasis on electric drive. Company CEO Bruce Coventry also shares that GEM will follow the Peapod with a new, larger city electric vehicle and light-duty commercial electric truck. Expect to see more on these new electric vehicles in the near future since they're slated to go into production within the next year.
As an accessory to your iPod, the Peapod will be offered in a rainbow of bright colors that complete the statement. And if you need one more reason to fall for the Peapod, take a look at the front - it's always smiling.

Latest mid-size Sedan Nissan Altima 2009

The Altima Sedan is Nissan's entrant into the very competitive mid-size sedan segment and goes head-to-head with the Toyota Camry, Honda Accord, and Chevrolet Malibu. New for 2007, the Altima Sedan came standard with a 175 horsepower 2.5 liter engine, a six-speed manual and push-button ignition. The Altima has Nissan's standard 2.5 liter, four cylinder engine, with 175 horsepower. With a 3.5 liter, V6 engine, the horsepower increases to 270 with 258 pounds-feet of torque. Both six-speed manual or CVT (continuously variable transmission) automatic transmissions are available. The CVT helps improve fuel economy and save on gas mileage.


The sedan measures 189.8 inches long, 2.5 inches shorter than the previous model. The grille has a subtle 't' notch in the center, and front fenders and headlights are similar to the 350Z sports car. The Altima's standard wheels are 16 inches, though the 3.5 SE has 17 inch wheels.Inside, the Altima seats five, and the rear seat can be folded for more storage and to fit larger items in the car. The trunk has storage of 15.3 cubic feet. Optional are blue-tooth phone connectivity, navigation, and a nine-speaker stereo system. In terms of safety, antilock brakes and side-impact and side curtain airbags are standard.



Feature

Base Price: $21,540
Drivetrain: Front Wheel Drive
Curb Weight (lbs): 3189
City (MPG): 23
Hwy (MPG): 31
Horsepower: 175 @ 5600
Torque (lb-ft): 180 @ 3900
Wheelbase (in.): 109.3
Length (in.): 189.8
Width (in.): 70.7
Height (in.):57.9

Latest 2009 Hyundai Genesis Luxury Sedan

Hyundai's rear-wheel-drive Genesis luxury sedan made its debut in 2008 for the 2009 model year. The Korean automaker promises the car delivers features equal to that of a $60,000 premium sedan for a more attainable price tag of around $30,000.(Click here to use Leftlane's Price Quote Form to get Hyundai Genesis pricing information from a trusted local dealer. Zero obligation)"While Genesis will compete for customers with cars like Chrysler 300 and Pontiac G8, our engineering benchmarks were Mercedes E-Class, Infiniti M, and Lexus GS," said John Krafcik, vice president, product development and strategic planning, Hyundai Motor America.


"Genesis provides a potent combination of performance, luxury, and value. We think it has the opportunity to be an extremely disruptive force in the large sedan and near-luxury segments." The sedan model is the first of a potential series of Genesis vehicles from Hyundai. The company has already confirmed plans for a coupe, and there are rumors of other variants,


too.PowertrainsThe car is offered with a choice of three powertrains, including 3.3-liter and 3.8-liter V6 engines, and Hyundai's all-new 4.6-liter Tau V8. Tau produces an estimated 368 horsepower. For the V8 model, the sprint to 60 mph takes less than 6 seconds.The V6 models also promise plenty of performance. The all-aluminum 3.3-liter and 3.8-liter DOHC V6 engines deliver an estimated 268 horsepower and 233 pound-feet of torque and an estimated 290 horsepower and 264 pound-feet of torque, respectively. Technologies include Variable Valve Timing and a Variable Intake System.Both Genesis V6 engines use an Aisin 6-speed automatic transmission that features an overdrive lock-up torque converter for improved highway fuel


economy. The V8 model has a ZF gearbox to handle the extra power. The transmission also offers manual shifting via a Shiftronic mode.ChassisThe car boasts a 53/47 front-to-rear weight distribution, which comes fairly close to the coveted 50/50 ratio made popular by BMW. Hyundai says the car's body structure is 12 to 14 percent stiffer than a BMW 5-Series or Mercedes E-Class. Despite this, the unibody is lighter than that of either the 5er or E.Luxury featuresHigh-tech equipment includes: electronic stability control, XM NavTraffic, adaptive headlights, radar-based active cruise control, a 500-watt 17-speaker Lexicon audio system, and electronic active head restraints.A leather-wrapped dash, door panels, and console lid surround the driver, while heated and cooled seats provide added comfort. The steering wheel is wrapped in engineered ultraviolet reflective leather to remain cool to the touch in extreme


sunlight.Genesis has a total of 8 ultrasonic sensors located on the front and rear bumpers.to help park in tight spaces. The car also offers a power rear sunshade, automatic electronic parking brake, proximity key and push button starter. The car's eight airbags include dual front airbags, front and rear seat-mounted side-impact airbags, and roof-mounted side curtain airbags.

Latest specs Dodge Viper 2009

When it comes to supercars, European automakers typically represent refinement, couture style and technological advancement, to the point of sterility. Here in the States, supercars are comparatively raw, visceral and rugged to the point of brutality. We're the sledgehammer to their scalpel, the bucking bronco to their show horse and the Bourne to their Bond. For better or worse, that's how we roll.
The current, third-generation Viper maintains the excitement and soul of the 1989 Carroll Shelby-inspired concept, with the obligatory low-slung body, long hood housing a massive V10, comically wide tires and gruff side exhaust pipes. The Dodge Viper doesn't ask permission and makes no apologies. Despite technological advances over the past two decades, the Viper has just enough safety equipment to make it legal, delegating the remaining responsibility to the hands and feet of the driver. If the performance numbers alone aren't enough to cause heart palpitations, consider that traction and stability control are not available, and circumstances can go from exhilarating to terrifying in short order.
It is this unfiltered, uncomplicated nature that makes the Viper so attractive to enthusiasts, hearkening back to eras when drivers were heroic, rugged and relied on the seats of their pants rather than electronic aids. For those seeking more comfort, refinement and everyday driving manners, there are always the Corvette Z06, various European offerings such as the Audi R8 and Porsche 911, and even Nissan's new GT-R. However, the 2009 Dodge Viper bests the Z06 in practically every applicable performance metric and is significantly less expensive than anything comparable from the Old World. In the end, it comes down to what you're willing to compromise -- performance or finesse.

Body Styles, Trim Levels, and Options
The 2009 Dodge Viper SRT-10 is offered as either a two-seat coupe or a soft-top roadster. For the standard price of admission, you get enormous forged-aluminum wheels with Michelin Pilot Sport PS2 tires measuring 275/35R18 in front and 345/30R19 in back. Inside, the Viper comes with race-inspired seats, power-adjustable pedals, full power accessories, a tilting steering wheel, keyless entry and an in-dash six-disc CD changer mated to a seven-speaker, 300-watt audio system. Since the Viper is more go than show, cosmetic and convenience options are scarce. Racing stripes, paint and wheel options, instrument-panel trim, a two-tone interior, navigation and satellite radio are all that is offered.
The big performance-enhancing option for the Viper is the American Club Racer (ACR) package, which is only available for the coupe variant. Though street legal, the ACR is clearly intended for track use. The package adds carbon-fiber aerodynamic devices, including a massive wing mounted high above the tail, a front splitter, fender-mounted dive planes and additional underbody treatments. All of this aero work results in a claimed 1,000 pounds of downforce at 150 mph. Lighter wheels shod with stickier tires (both slightly wider up front), lighter brake rotors, a stiffer suspension with 14-way-adjustable shocks and deleted foglamps round out the ACR package. In the end, the ACR weighs in 46 pounds lighter than the standard coupe.
In the spirit of "you can never go too far," the ACR package can be further enhanced with the Hard Core Package. Generally, one expects additional performance to cost more, but the Hard Core option is free -- primarily because the package removes options that are not track-essential. Deletions include the radio, speakers, amplifier, trunk upholstery, hood pad and tire inflator. Weight savings amounts to an additional 42 pounds -- not a whole lot, but every ounce counts on the track.

Powertrains and Performance
Underneath the Viper's louvered hood is an imposing 8.4-liter V10 engine that thunders out 600 horsepower and 560 pound-feet of torque. It's enough to propel the sleek snake from zero to 60 mph in 3.7 seconds. The quarter-mile is a memory in a mere 11.8 seconds. Top speed is a claimed 200 mph. All of this merriment is funneled to the rear wheels through a six-speed manual gearbox, which is the only transmission available.
Fuel economy -- though obviously an afterthought for exotic sports cars -- registers an EPA-rated city/highway of 13/22 mpg and 16 mpg in combined driving.

Safety
The best safety equipment for the 2009 Dodge Viper isn't included with the car. It's a driver with great skill, preferably with a racing pedigree. What is included, however, is antilock brakes with huge 14-inch rotors that can stop the Viper from 60 mph in an eye-bulging 104 feet. Conspicuously absent are side airbags, traction control and stability control -- making the skills of the aforementioned driver even more critical.

Interior Design and Special Features
Getting in can also be a challenge. Because of the trademark side exhaust, the side sills can get hot enough to singe your calves, and taller drivers will find that the smallish door opening hampers entry and exit.
The overall design of the Viper's interior is rather drab, though it can be livened up a bit with optional two-tone color schemes and dash panel inserts. The black-on-white-faced gauges are easy to read and well-placed. The large tachometer is mounted centrally in the instrument pod, beside the 220-mph-max speedometer. The center console accommodates additional gauges, the audio system with the six-CD changer, climate controls and a racy red starter button to fire up the V10.

Driving Impressions
The 2009 Dodge Viper is rough, raw, loud and unrefined when compared to other sports cars, and therein lies much of its appeal. As with previous generations, when you pin the gas pedal, you'll be pinned to the seatback. Jam on the brakes and you can feel your internal organs slam against your rib cage. Novices can appreciate the Viper's straight-line power and fury, but only advanced drivers should explore its cornering limits.
Steering is precise and offers enough feedback to toss the Viper deep into turns, while judicious amounts of throttle from a deft right foot can direct its nose with smart-bomb accuracy. However, sniper-like accuracy can be achieved with sharper, lighter performers like the Z06 or range-topping Porsches. Get it right in a Viper and the payoff is immediate and plentiful. Get it wrong and you'll be relying on every car-control skill you've ever learned. Barring impact or damage, either outcome is wildly entertaining and rewarding.

Mitsubishi i MiEV SPORT AIR "TRANSPARENT TOP"

Introduced at the last Toyko Motor show, the i MiEV Sport Air Concept is back at the Geneva Motor show in a more refine and close final specs:-980kg-60kW (Motor Output)-230Nm (Torque)-4 SeaterLiterally different from what companies like Tesla or Fisker are producing, the i MiEV Sport Air brings a fresh and cute touch to the actual EV line-up. While this concept is yet to be finalized, we hope Mitsubishi will release this cute little urban vehicle soon. The i MiEV SPORT AIR is a concept for a sporty electric vehicle (hence SPORT) that gives an indication of the direction EVs may take in the future. It also gives shape to MMC's "Drive@earth" tagline announcing the company's intention to deliver fun-to-drive motoring while at the same time placing a new emphasis on environmental issues. The concept model is distinguished by its detachable "clear cutaway" roof panel which brings a wide open feel to the interior (hence AIR) for an exhilarating motoring experience,other features include a second-generation lithium-ion battery module with improved electrodes, while the body uses a number of new weight-reducing technologies.


1. Designi MiEV SPORT AIR takes i MiEV's rear-midship platform and mounts on it a dramatic teardrop-shaped body that tapers towards the rear in a design that yields outstanding aerodynamic performance. The styling also crafts a sporty image by seamlessly integrating an extensive glazed area with the body. Other design features include the front and rear lamp units cleanly styled to produce a three-dimensional look; as well as the "clear cutaway" roof panel, designed to provide an exhilarating motoring experience. The panel incorporates a solar inlay that uses printed circuit board graphics in its design.Inside, i MiEV SPORT AIR offers a welcoming ambience in a design that uses organic shapes and lighting to create a comfortable and restful space. The wrap-around cockpit design, on the other hand, is styled to alert the driver to the high performance potential of the car the moment he sits behind the wheel. The main controls and switches are all ergonomically grouped around the dial-type shifter, making for more positive location and operation by the driver.i MiEV SPORT AIR features exterior and interior coloring that takes "Japanese Technology" as its theme in projecting both a friendly, approachable image and high-tech looks. The blue exterior color evokes the image of an exhilarating clear blue sky, while the use of pearl finish paint gives a sheen to the body highlights for an overall appearance that is both friendly and futuristic while also projecting an eco-friendly image. The interior uses a high-contrast color scheme of greyish blue and "greige" (an intermediate color between grey and beige.) With the use of blue illumination for the instruments and interior lighting this two-tone scheme imparts an advanced and high-tech look to the cabin while at the same time producing a relaxing and reassuring atmosphere.


2. EV systemi MiEV SPORT AIR employs the same rear-midship layout as i MiEV but uses a more powerful version of the permanent magnet synchronous electric motor that powers the base model, generating 60 kW of power (against i MiEV's 47 kW) and 230 Nm of torque (180 Nm.) The car also exploits its long wheelbase to locate the large-capacity lithium-ion battery system under the floor deck.


3. BodyTo lower the center of gravity and increase driving stability the main EV system components (battery module, inverter, battery charger) are located as low as possible. The roof panel is made of lightweight plastic to facilitate fitting and removal as well as to further lower the car's center of gravity.i MiEV SPORT AIR 's modular body structure uses tailgate panels and plastic body to reduce weight around the rear axle where the powertrain and EV system components are installed and thereby achieve an ideal 50:50 front/rear weight distribution. Of hybrid design, the body uses aluminum for the rear suspension and rear body.

The 2009 Lexus IS

The latest 2009 Lexus IS ranks 8 out of 17 Upscale Midsize Cars. The ranking is based on our analysis of 57 published reviews and test drives of the Lexus IS, and our analysis of reliability and safety data.
While most luxury automakers produce one midsize car, Lexus makes two. The ES is its sedate, comfortable cruiser. The IS, however, is the athlete. Clearly the performance-oriented Lexus midsize sedan, it's meant to do battle with canyon carvers like the BMW 3-Series and Audi A4. It falls short of that standard in terms of performance, but sharp looks and a Lexus interior make it worth a look.

For 2009, the IS has been updated with new interior and exterior styling, and a few performance tweaks. Late in the year, a convertible edition will join the lineup. But the press still considers the car an upstart -- it may try to run with the best in this class, but it falls just a little short on the track and on the commute.
It's also a tight fit for many. The exterior dimensions make this a midsize car, but inside, 6-footers will find headroom and legroom tight at every seating position.

The New York Times explains, "The Lexus is like the perennial A student who has yet to declare a major. The car shows perfection in individual disciplines. Its creators have done their homework assignments well. But the better-rounded BMW remains the class valedictorian." Drivers interested in a serious performance car would do well to look at the 3-Series, or the Infiniti G37, which many reviewers now say is actually a tighter handler.
Lexus dealers treat the IS as two separate cars -- an entry-level IS 250 for commuters who want something a little energetic, and a more athletic IS 350 that is a flat-out hot rod. But the two share the same body, chassis, interior, and many parts of their drivetrains. They are essentially trim levels of the same car. A high-performance F-type is available, which we review separately.
For 2009, the IS has been slightly re-shaped, front and rear. The suspension of both models has been re-tuned, adding firmness to improve the car's sport sedan credentials. The already sumptuous interior has seen minor tweaks, and stability control is now standard on all trim levels.
IS 250 sedans are available in rear-wheel drive and all-wheel drive, while the IS 350 comes only as a rear-wheel drive sedan.

Toyota Latest 2009 Scion tc

For the 2008 model year, Toyota announced a number of enhancements and changes. The 2008 tC is distinguished by the new Scion family front fascia, including a new upper mesh grille, lattice lower grille and projector-type low beam headlights with black trim.The tC also receives new rear tail lights similar in style to the headlights with round combination lamps. Inside, the tC receives a deep orange combination meter on the instrument panel, silver-colored accents on the door assist grips and center cluster, updated seat fabric and Pioneer subwoofer.Azure Pearl and Black Cherry Pearl exterior colors were replaced with Sizzling Crimson Mica and Wave Line Pearl.Apple iPod connectivity is standard across the Scion lineup for 2008. Scion's standard 160-watt maximum output Pioneer AM/FM/CD audio system features a head unit with iPod control. This head unit integrates track, artist and album information from the iPod into a one-line display on the head unit's screen. Connectivity is achieved by simply plugging the iPod into a port via a connector cable, providing outstanding sound quality through the car's stereo system and constant power to the iPod. Music is controlled through the head unit and steering wheel audio controls. A standard mini-jack port also allows users to listen to their portable music collection through the tC's Pioneer speakers.Standard features include the panorama glass power moonroof (a first in this segment), air conditioning, cruise control, exterior mirrors with integrated turn signal lights, power door locks and mirrors, rear cargo tonneau cover, auto up/down power windows with jam protection, in-key remote keyless entry, rolling-code engine immobilizer security system, auto-off headlamps, electronic hatch release, chrome-plated exhaust tip and a unique audio unit cover.

Pricing

The tC Spec Package - a blank canvas for the tuner community - will have a manufacturer's suggested retail price (MSRP) of $15,300 for a manual transmission and $16,100 for an automatic transmission, an increase of $300, or 2.0 percent and 1.9 percent respectively.With the additional standard equipment, the base MSRP for the core model tC is $17,000 for the manual transmission and $17,800 for the automatic transmission, an increase of $600, or 3.7 percent and 3.5 percent respectively.

Aston Martin Lagonda Concept

Ever since its purchase by Aston Martin in 1947, the Lagonda brand has played second fiddle to the firm's sports cars. That may well change, as Aston Martin's announced it intends to revive the brand, offering this - the 2009 Lagonda concept - as proof of its intent.
Certainly, it doesn't look like an Aston Martin, but apart from the 1964 Rapide (built from the Aston Martin DB4) and seven sedans built from the 1975 DBS coupe, few ever have. Some, like the wildly angular 1976 model, have pushed the envelope of automotive styling.
We suppose we could say the same about the 2009 Lagonda concept. If there's any hint of DBS or One-77 in the styling, we're not seeing it. In fact, we're barely seeing any traditional Lagonda cues, apart from the large grille, thick C-pillar, and rotund trunk lid. Some elements, like the headlamps and taillamps, bear a surprising resemblance to those on recent Kia designs.

Aston calls the Lagonda a "four-seat international tourer," which we take to mean as a crossover. Indeed, the Lagonda is an all-wheel-drive vehicle, and its short overhangs, tall stance, and large 22-inch wheels suggest it's made to traverse surfaces other than tarmac. We're told the concept uses a V-12 for power; we'd guess it's the same 6.0-liter V-12 found in the DB9.
We'd imagine a production Lagonda to make do with a number of components culled from Aston Martin's parts bin, but possibly even Mercedes-Benz's. Rumor has it the German luxury division has been tapped to provide its expertise - and possibly even a vehicle platform - for Lagonda's use.

Latest 2009 Subaru Impreza WRX 5-Door SPT

Subaru has presented the custom built latest 2009 Subaru Impreza WRX 5-door SPT at the 2008 SEMA Show in Las Vegas. The Subaru Impreza WRX SPT is equipped with parts from the Subaru Genuine Accessory and SPT (Subaru Performance Tuning) catalogs that upgrades the performance and styling of the vehicle.
Since the 2009 Subaru Impreza already comes with a stock Aero Body Kit, the Impreza SPT is fitted with only a STI front lip spoiler and Subaru Genuine Accessory fog light protectors.
The car is equipped with STI performance springs for a lower stance and stands on OZ Racing Botticelli 19×8-inch wheels. The chassis has been modified with the installation of a lower chassis brac and strut tower brace from SPT catalog.



The 2009 Subaru Impreza WRX SPT is powered by the WRX’s 2.5-liter intercooled turbo Boxer engine that has been tuned to produce 275 hp and 250 lb-ft of torque from the standard 265 hp and 244 lb-ft. The Impreza WRX SPT also comes with an STI short-throw shifter, an SPT oil cap, turbo heat shield and battery hold-down.

2009 fort f-150 Truck

Top-range engine (at least until the hush-hush 6.2-liter "Hurricane" V-8 makes its debut with the new-generation Harley-Davidson edition) is the familiar 5.4-liter Triton V-8. Power is up 10 horses to 310 at 5500 rpm, and torque has been boosted to 365 pound-feet at 3750. The revamped Triton also is E85 capable. Like the mechanicals, the new F-150's design is evolutionary as well, picking up cues from its bigger Super Duty brothers. "Americans want their pickup truck to look like a truck," says Schiavone, "so we made it a little tougher, a little more truck, touching on the Super Duty side." The dip in the side window-first seen on the HN80 Louisville heavy truck before migrating down through the Super Dutys-is the most obvious piece of Ford truck DNA on the new F-150.



While it might look familiar, parked next to the current model, the changes are obvious, most notably at the front, where the nose has been raised four inches and the grille reworked to echo the "girder" themes of the Super Dutys. Along the body side, big undercuts emphasize the wheel openings, and at the rear is a tailgate with stamped-in moldings that echo the classic stainless-steel cladding of old F-150s. The taillamps feature a lens within a lens. "We felt that's about as far a stretch as these cats would be willing to go," Schiavone says. "We'd never do a white or a clear lens on a taillamp. Truckers don't like them."The windshield is a carryover item from the current F-150, but the roofline has been raised 21 mm to meet tougher rollover standards and to package the optional side-curtain airbags without intruding on headroom. As before there are three basic cab configurations: regular, the pillarless SuperCab, and a four-door crew cab, now called SuperCrew. The reason for the name change is simple: a whopping six-inch stretch over the current model that gives it class-leading interior room. The most obvious thing you notice when you slide in behind the wheel of a P415 crew cab is that the B-pillar is no longer forward of your shoulder. The front-door aperture is much longer (instead of the door from the regular cab, the SuperCrew uses the front door from the SuperCab) yet there's an acre of room for back-seat passengers.


With crew cabs now composing 60 percent of the pickup-truck market, it's not surprising Ford has spent a lot of time and money on the SuperCrew. To improve load-carrying capacity, the floor behind the front seats is completely flat (which meant big engineering changes to sills and moving crossmembers on the frame, among other things). The rear-seat cushion cantilevers out from the rear of the cab and has gas struts that allow you to fold it up against the backrest with one hand (or with the nudge of your knee, if your hands are full). Unlike the current F-150, there is no jack or premium sound-system subwoofer in the way, either. Schiavone claims the SuperCrew has more useable space inside than its Dodge or Toyota rivals.