The Lexus IS 250 is a true sports sedan. It’s quick and fun to drive thanks to its balanced chassis and advanced electronic stability control system.
Available in either rear-wheel or all-wheel drive configurations, the IS 250 is powered by a 204 horsepower 2.5-liter V6. The front-wheel drive IS 250 utilizes a standard six-speed manual transmission, with a six-speed automatic with Formula 1 inspired paddle-shifters available as an option. The all-wheel drive IS 250 uses the six-speed automatic transmission standard. Safety features include driver and front-passenger knee airbags. The brakes are large and effective four-wheel discs, clamped at the front by aluminum four-piston calipers. Augmenting the big brakes are ABS, Electronic Brake-force Distribution, and Brake Assist. Traction control also comes standard.
2009 Lexus IS 250
For 2009 the IS 250 receives subtle changes to the front and rear bumpers, tail lights, turn-signals integrated into the exterior mirrors, and new wheel designs.
This is it. The car the BMW faithful have been waiting for. The 4.0-liter V-8 up front barks as the tach needle zings around the dial — 6000, 7000, 8000 rpm. I grab fourth just before the 8400 rpm redline — no, that’s not a typo — and turn into the fast right-hander.
The nose pushes gently. Feather the gas momentarily to get the bespoke Michelin Pilot Sport tires up front to bite, then back on the go pedal. Hard. The rear end starts to drift, but that’s okay — your backside feels hardwired into this thing, and you know within a quarter inch how far it’s going to step out. Sliding… sliding… There! The tail brushes past the cones on the outside of the track before the red coupe straightens up for the short chute into a tight right hairpin.
Mash the brakes. The track-spec pads — available over the parts counter at your friendly BMW dealer — grab the massive vented and cross-drilled rotors front and rear. There’s some momentary chatter from the ABS, but it stops like a cat on Velcro as you grab second gear. Then it’s off the brakes as I dive for the apex, getting on the gas early to bring the tail around. The stability control — in track mode — wags an electronic finger, but gets the car straight and aimed at the next turn in point with minimal loss of momentum.
It’s quick and precise; beautifully balanced and brilliantly responsive; deeply confident and inspiringly competent when you ask it the big questions. Yep, the new BMW M3 is everything the BMW faithful have been waiting for — and then some. But ironically, it’s the “then some” bit that might have a few of those faithful scratching their heads.
2008 BMW M3
You see, at first acquaintance the new M3 appears to have — whisper it, now — gone soft. It feels remarkably refined as it loafs along the freeway in sixth gear, even with the optional 19-inch wheel/tire combo fitted to our tester. And although that screaming V-8 develops more than 100 horsepower per liter, it’s a pussycat around town, pulling cleanly from as little as 1500 rpm. The four-cylinder E30 that founded the M3 dynasty 22 years ago was as rowdy and rambunctious as a punk rocker in a ripped T-shirt; by comparison this fourth generation version is as smooth and suave as a banker in a Brioni suit and $1000 wingtips.
REVIEW-2
The new M3 Convertible from the BMW stables feature a retractable hard-top roof and is powered by the new V8 engine, which has won the ‘International Engine of the Year’ award.
The new BMW M3 Convertible has been optionally equipped with the very first double clutch transmission designed for a high revving V8 engine.Compared with the two previous generations of the M3 Convertibles the new E93 generation boasts a retractable hard-top, 4.0-litre V8 engine and manual six-speed gearbox as standard.
2008 BMW M3
Mechanically identical to the hugely popular M3 Coupé, which was introduced last October, and voted Car of the Year by drive.com.au in December 2007, the new BMW M3 Convertible also introduces the new seven-speed M double-clutch transmission with Drivelogic. This advanced, electronically controlled transmission is available in the M3 Coupé from next month.
The new generation BMW M V8 engine was awarded Best Engine in the 3.0 - 4.0-litre class by the global judging panel of the International Engine of the Year Awards 2008.The convertible has been designed from the ground up as an open-top four-seater equipped with supercar performance and everyday driveability.
The 309 kW V8 engine produces 400 Nm of torque and sprints from 0-100 km/h in just 5.3 seconds in the six-speed manual transmission guise, while the double-clutch gearbox with its seven speeds and seamless gear shifting allows this sprint time to be reduced to an amazing 5.1 seconds.
The Formula One inspired V8 engine comfortably exceeds the BMW M division’s internal 100 bhp per litre target, and has a 10 percent better power to weight ratio than its E46 generation predecessor, the previous benchmark open-top sports convertible.
2008 BMW M3 INTERIORS
The new M3 Convertible produces more than twice the power of the original 1988 E30 model, yet the spirit and design philosophy remains the same.
While the original E30 M3 Convertible was the epitome of exclusivity, greater numbers of successive generations have been sold as the word spread about how much fun the M3 Convertible was to drive. Thus around 13,000 examples of the E36 generation M3 Convertible were built, increasing to 30,000 copies in the E46 generation.
The new M3 Convertible is both more fuel efficient and produces less C02 than its predecessor, despite this breathtaking V8 performance. In typical BMW style, running costs and emissions are kept to a minimum. The car returns 12.9 litres per 100 km on the combined cycle (12.3 litres per 100 km for the double-clutch gearbox).
A new option for all M3 buyers is BMW’s new seven-speed double-clutch transmission (M-DCT). Offering drivers the chance to enjoy seamless gearshifts with no interruption in power delivery, this state-of-the-art transmission is so efficient that it outperforms the manual gearbox car in terms of acceleration, fuel economy and emissions.
This is the first M car to feature a retractable hard-top as standard. The electro-hydraulic roof is fully automatic and can be lowered in just 22 seconds. The M3 Convertible is also fitted with SunReflective leather, allowing owners to leave the top down for extended periods without the risk of the seat leather overheating. SunReflective leather was initially developed by BMW Motorrad to keep motorbike riders cool in hot climes. The surface temperature of the upholstery can remain up to 20 degrees Celsius cooler than conventional leather.
Underneath the M3 Convertible’s muscular torso lies a chassis and suspension system tailor-made for the demanding requirements of an open-top car. Torsional rigidity has been significantly improved over the previous model, while the suspension has been fine-tuned to take into account the specific weight distribution of a convertible.
The combination of a strong structure and advanced occupant restraint systems means the BMW M3 Convertible offers the highest possible standards of passive and active safety for occupants. Like the 3-Series Convertible, the M3 version is equipped with a rollover sensor system that constantly monitors the vertical and horizontal movement of the car. If the sensors (which are located in the centre of the car, on the B pillars and in the doors) detect that a rollover is imminent, roll bars located behind the rear headrests pop up. At the same time, the front seatbelt pre-tensioners are activated and the head/thorax airbags are deployed.
What’s good for the coupe is good for the Spyder. That’s evidently the thinking at Lamborghini. Earlier this year, Lamboghini introduced an even more potent version of its five-year-old Gallardo. The new version earned the suffix LP-560, code for the V-10 engine’s position (again at the rear with a north-south orientation, or Longitudinal Posteriore), output (560 horsepower), and drive wheels (four). Now the Spyder gets the LP 560-4 treatment.
2009 Lamborghini Gallardo Spyder LP560-4
The heart of the upgrade is the larger, more potent direct-injection V-10. Displacement rises from 4.9 liters to 5.6 liter; power increases by 40 hp from the standard Gallardo’s 520 hp; and torque swells to 398 lb-ft versus 376 lb-ft. Aided by a 44-lb weight reduction, the larger engine gives the LP 560-4 Spyder full, 200-mph bragging rights (with a 201-mph top speed, versus 195 mph), and the car rockets from 0 to 60 mph in less than 4 seconds. For those who intend to put that performance to use on a track, fade-resistant carbon-ceramic brakes are a new option. Gas mileage, should your Toyota Prius-driving friends inquire, is 12 mpg city/20 highway (with the standard six-speed manual) or 13/20 with the optional eGear automated manual.
2009 Lamborghini Gallardo Spyder LP560-4
The Spyder’s soft top (available in black, blue, gray, and beige) disappears beneath the engine cover, and the power-operated rear window can be raised to act as a windscreen - although we question its effectiveness at 201 mph. At more sedate speeds, lowering the roof allows passersby a better chance to admire the interior (in leather or Alcantara). Like many high-end manufacturers, Lamborghini offers a program (called Ad Personam) that lets owners customize interior elements to the limits of good taste, and beyond.
The LP 560-4 Spyder replaces the current Spyder, and goes on sale in early 2009, at an estimated price of $221,000.
Nissan knows as well as anyone the dangers in redesigning a popular car. Through the 1990s, it “improved” its Z-car until the bloated 300ZX carried virtually none of the charm (not to mention the sales volume) of the original 240Z. Nissan returned the line to its former glory with the 350Z, and has been rewarded with a brilliantly successful six-year run. And with the 2009 370Z, which is making its debut this week at the Los Angeles auto show, it has proved it has finally learned how to build on success.
The 370Z addresses every major complaint about the outgoing car - namely its weight and sub par interior quality - but maintains and, if anything, further distills the basic Z-car formula.
2009 Nissan 370Z
Powertrain
Not surprisingly, the improvements begin with a boost in power. The 370Z’s heart remains the venerable VQ series V-6, but is the updated 3.7-liter unit from the Infiniti G37, making 332 hp and 270 lb-ft of torque. The most interesting update in the drivetrain lies, surprisingly, in the manual transmission. Whereas most sports car manufacturers of late have tried to make their slushboxes behave more like manuals, Nissan has updated its old-fashioned 6-speed with an automatic-like feature: downshift rev-matching. When a driver selects a lower gear and lifts up on the clutch, the 370Z will automatically respond with a blip of the throttle. The result is a perfect heel-to-toe shift - every time and for every driver. Of course, there will be a way to shut off this feature for those who can’t stand even this bit of modern intrusion. And those who want to skip the clutch pedal altogether can opt for a new 7-speed automatic with manual mode and, for the first time in a Z-car, paddle shifters. With either transmission, Nissan says drivers can expect about a 2 mpg improvement in fuel economy compared to the 350Z, which netted 18/25 mpg with a manual (official EPA estimates for the new car have not yet been released).
2009 Nissan 370Z
Suspension
Perhaps more exciting than the gain in power and even the trick transmission is the reduction in weight. Nissan says the 370Z is about 90 lbs lighter than a comparably equipped 350Z, despite being more rigid throughout and meeting tighter (read: weight adding) safety standards. The secret to this accomplishment is aluminum. Nissan engineers used it extensively, including on the hood, rear hatch, and door skins. The 307Z is based on the same updated premium mid-ship platform that underpins the G37, and has new front sub frame made of, what else, aluminum. The control arm front suspension has been redesigned, and the multi-link rear is now stiffer and lighter than before. Despite all the changes and pound shedding, weight distribution remains unchanged at 54/46 front/rear. The 370Z also measures nearly four inches shorter than its predecessor, while gaining an inch in width.
The car retains Rays forged aluminum wheels, now standard, but ditches the 350Z’s optional Brembo brakes for units of Nissan’s own design.
Interior
The 350Z’s interior was cheap and outdated looking when it came out in 2002. Thankfully, the new car addresses this with upgraded materials and components throughout. Again, the family resemblance with the G37 is clear, especially in the optional navigation unit. Anti-slip cloth seats (not Alcantara, Nissan is careful to point out) come standard, as does a revised, eight-speaker Bose audio system. Out back Nissan found some more trunk space by repositioning the rear stabilizer brace. The only oversight we can see is Nissan’s decision to make iPod compatibility only available in cars equipped with navigation, although all cars have an auxiliary input.
2009 Nissan 370Z
Exterior
As with the last car, Nissan made its designers compete for the right to style the 370Z. Once again its La Jolla, California, studio came out the winner. By now everyone has seen pictures of the new 370Z, but it looks more dramatic - and frankly, much more appealing - in person. The head lamps and tail lamps still smack a bit too much of the Maxima, but the taut lines and muscular stance accentuate the car’s more athletic dimensions while capturing the unmistakable essence the 240Z. A subtle dash of GT-R comes through as well in the car’s kinked A-pillar and downward sloping roof.
Price
Nissan says one of its main goals in the redesign was to maintain the car’s bargain-priced virtue, and it appears to have succeeded. The base price at launch will be $30,625, including destination. The trim levels have been simplified, with only two options: 370Z or 370Z Touring. Either of those models can be equipped with a Sport Package, which adds a limited-slip differential, in addition to larger brakes and wheels, and last but not least, the rev-matching feature for the manual.
On paper and in person, the new 370Z appears to be a very worthy successor to the Z-car line and, once again, a smashing sports car bargain. Does it drive as well as it reads? We’ll have our thoughts on that on December 1st.
Throughout the 1970's and 1980's, the management of AML recognised the disadvantages of marketing such an expensive motor car as the V8. When the economy was buoyant, the super-rich would buy, but when recession took hold, the market for such cars virtually dried up. There was a definite need for a smaller, lighter and somewhat less expensive car - a continuation of the six cylinder line of GT's started by the DB4 of 1958. Demand for such a car should be much stronger and perhaps more consistent. But only with the backing and funding from the Ford Motor Company, who bought a majority share in AML in 1988, did the DB7 become reality.
ASTON MARTIN- DB7 V12 Vantage Let me make two VERY important points here and now -
1. The DB7 is the probably the most beautiful car in the world - timeless, elegant, without the need to look retro 2. The DB7 is not a Jaguar. OK so it might have borrowed some substantial bits from the XJ-S (and maybe the stillborn XJ-41 F-type) but that's exactly what Aston Martins have always done. The first Aston Martin was derived from a Singer and the DB2 had a Lagonda engine - didn't matter then, doesn't matter now.
The straight i6 coupe version of the DB7, unveiled to fantastic acclaim in 1993, was joined by the stylish convertible Volante in 1996; a car in great demand within the US marketplace. For those owners who need a little more, Works Service and dealers worldwide provided and still provide a Driving Dynamics package of enhancements to previously registered cars.
But the icing on the DB7 cake was the V12 engined Vantage, unveiled at the 1999 Geneva Motor Show. Its six litre powerplant was first seen in a Ford concept car, then the Lagonda Vignale and finally the Project Vantage. The i6 DB7 was quietly retired in June 1999.
During 2002, two more DB7's were announced, the limited edition and dramatic DB7 V12 Zagato and the exciting DB7 V12 GT. Plus in early 2003, AML announced another limited edition, the Zagato bodied roadster aimed for at the US market, the DB AR1.
All of the DB7 range of cars were built at AML's second factory at Bloxham near Banbury in Oxfordshire. The Bloxham factory had previously been used to build the Jaguar XJ220 supercar and following the departure of AML in 2003, was sold to a printing firm.
By the end of production, the DB7 had become the most successful Aston Martin ever with a little over 7000 examples completed. Without the success of the 7, Aston Martin would never have survived into the 21st century. At that time (December 2003), more than one in every three Aston Martins ever produced was a DB7. Nowadays it is considered one of the most beautiful cars ever built and is THE favourite first Aston Martin for owners on a tight budget.
Skoda claims that the Joyster heralds the arrival of a sub-Fabia sized model aimed at young, urban drivers
Due to go on sale in 2009, the production model will not only be the Czech firm's first step into the city car market, but also its first three-door model since it joined the VW Group.
The stylish Joyster features a large aeroplane-style wraparound windscreen with blacked-out A-pillars and a bold chrome grille, similar to that on the Roomster supermini-MPV. Inside, the newcomer is equipped with a docking station for a laptop, Internet connectivity, changeable seat covers and removable storage pockets on the chair backs.
Several of these clever features are expected to make it into production. For example, the powerful LED headlamps and the split tailgate - which has a pair of built-in seats that fold out for picnics - are likely to be popular with potential buyers.
Chief designer Jens Manske said: "We wanted to create a young person's car. They are always interested in the latest technology and need practical solutions. The Joyster is very well equipped in that respect."
Meanwhile, the next-generation Fabia is scheduled to go on sale in June next year. The new model will be bigger than the popular supermini it replaces, and is set to offer a more stylish look inside and out. Part of this revamp will include new MINI-style two-tone colour schemes, with the roof painted a different colour to the body.
Skoda to set up manufacturing units for small cars in India
Small cars from Skoda in India soon
Europe’s cars are set to roll out of Indian bases. After Asian majors Suzuki and Hyundai kick started their manufacturing facilities in the country, it is now time for an European player. According to industry sources, Skoda is set to make India its base for manufacturing small cars.
The VW group major has a plant in Chakan near Pune and shall roll out its first Fabia next year. The company has said that it would up capacity from current 50,000 units to 1 lakh units annually and exports are to happen to markets such as Nepal, Bangladesh, Sri Lanka and Myanmar.
With the company deciding to have its key manufacturing facility with high local content, the sales targets have also been doubled to 25,000 units this year from 12,000 units in 2007. The company feels that it shouldmake its Aurangabad facility its local production base by 2010.
Apart from being the manufacturing hub, Skoda is also planning to expand its product portfolio and will introduce a number of new cars in India that will see it entering into new segments such as multi-purpose vehicles (MPV) and the sports utility vehicles (SUV), said a report. The car maker is likely to debut its Roomster multi-utility vehicle by the end 2008. Besides, the Fabia Combi, a longer version of the hatchback, and a new Superb sedan built on parent company Volkswagen's B6 platform will be launched by mid 2009. In 2010, the company will launch the Yeti sport utility vehicle, the report added.
The company is also looking at launching small cars in India to benefit from the lower excise duty regime and enter the market for small cars. To be priced in the Rs 3 lakh to Rs 5 lakh range, Skoda's small car will be launched in India before being offered globally, it has been reported.
Utility vehicles from Mahindra and Mahindra will soon have smaller engines. The company is said to be developing an engine with a capacity ranging between 650cc and 750cc.
Which utility vehicle of Mahindra can actually run with such a small engine? We have no idea. Maybe there is a communication problem here - maybe they meant some new upcoming UV versions? or mini UVs?
With the market getting hotter with the Mahindra’s exclusive truck with French major Renault to sell Logan, the new move might help add more charm to the utility vehicles marketplace. The company’s small engine for a smaller version of its UVs, which may be seen as a bid to replicate the Tatas small car venture, industry reports added. The Tata Nano is already making a variety of companies plan for smaller cheaper versions to bag a share of the market.
One of Mahindras’ vehicles, the Bolero, powered by 2.5 litre engine, is priced at Rs 5.28 lakh. The utility vehicle is among the largest selling vehicles in rural India. Mahindra Logan, a mid-sized sedan, is powered by 1.4 litre petrol engine which is imported from France.
The Indian auto giant has also said that it has bought out the Italy-based engineering and design firm, Engine Engineering Srl. The deal which has been effected for an undisclosed amount, will help the auto maker deploy Italian technology and expertise in making small, yet fuel-efficient engines, suitable for small vehicles.
The acquisition is also seen as helping the Mahindras in creating designs for high-end motorcycles. The Italian major has proficiency in optimising fuel economy from a small engine – the size of about 700cc. The Mahindras’ vehicles would sport these engines, it is expected. The fact that Engine Engineering Srl has been developing engines for superbikes such as Ducati could spur the Indian major to capitalise on this expertise for its range of vehicles.
The company has also said that following the Italian major’s buyout, its own components, engineering services and design arm M&M Systech has a chance to boost its engineering services business along with better access to market, technology and management skills.
