Audi R8 V10

Have you ever thought that what is the coolest thing that walks the planet?

If you think it is boat, think again... because there is new sheriff in town, the all new and all bold Audi R8 V10.

Some say that we should not decieved by looks, but I say, when the looks are so good, it not an easy task, not to fall in love with one of these, the new Audi R8 V10s.

This is an upgraded version of the previous Audi R8 V8, and now has a more powerful and more technologically advanced car of the previous car.

SPACE FRAME

This Audi R8 V10 features the same Audi spaceframe technology that is shared by many of the vehicles of Audi lineup.

It is the same sturdy and solid, yet light as a feather, as it is made by the aluminum alloy, the lightest and the most solid and string aluminum alloy that has ever been made.

This spaceframe provides all the safety that a person needs while driving his supercar.

ENGINE

This V10 motor is the same that powers the famous Lamborghini Gallardo, only down sized in

terms of power. This engine provides all the acceleration and all the handeling that a car rather a supercar needs during its journey.

The engine is all aluminum alloy, the lightest in its category.

INTERIOR

We all know that now-a-days, it is the looks that make any car a fabulous hit, or becomes the cause of its failure.

This Audi does not even let its viewers think that the interior is second to none, because it really isn't! The new Audi R8 V10 has got the looks that will amaze anyone who sees it...even in a photo.

The interior is all hand stitched leather that gives you a quite satisfactory feeling when you pay a heafty price of over $ 100,000 dollars.

PRACTICALITY

This Audi is surely made for practical purposes.

Volvo Going Chinese!

Ford announces shocking news!

This week, the CEO of Ford Motor Company declared that the European business arm of Ford, the pioneers Volvo, is going to the Chinese company, Geely Automobiles.

Geely was interested in investing in Europe for a long time, but they could not get a change to exploit their interests, probably due to their controversial models of the cars that they have made, as they are 90% or more , copies of the famous brands like Mercedes, BMW and Honda.

Ford announced that they are making the deal just above $ 2 billion , which is a heavy loss to their investment that they had done in 1999, when they purchased Volvo more than 3 times its current value.

Geely on the other hand is very happy as they have formally entered the European market, which they couldn't because of their controversial cars models line up. "This is a significant boost to the Chinese Automobile industry, and our presence in Europe", said a senior official of Geely Automobiles.

The New Audi TT RS.

Hello guys.

This week, we have decided to review the car that was debuted earlier i.e in 2007 in Geneva Motor Show, but we got a chance to review this rather “special” car, the famous and the longest aviated car, that the famous German manufacturer Audi had promised to display to the public, the New Audi TT RS.

There is a new and intriguing thing about this car that it has got the same looks as the famous model of Audi, the R8.

An amateur finds it hard to tell the difference between the two at the first glance, but you can surely guess as TT RS gives you a compact look.

Anyways, let’s come to the car itself.

Audi has again decided to give this car the muscle of 340 bhp (250 kW) and 450 Nm of torque, all compacted in a straight-5 aluminum engine, designed completely from scratch and for sheer performance by Audi.

It has a 2.5 liter Direct Gasoline Injection fuel system that increases not only the fuel efficiency, but also the performance of the engine, and in general, the performance of the car.

The sporty straight -5 engine has a long and lasting relationship with Audi. These engines first started to appear in early ‘80s, delivering the then staggering power of 200 bhp. Another version of this engine was also made that delivered the power output of 306 bhp. For more than 25 years, the Turbocharger and the Quattro of Audi AG have worked hand in glove to achieve the heights of success in motorsport world.

A huge advantage that this new TT RS enjoys is that it has a great power to weight ratio. If you consider the coupe’ version, it weighs only 1450 kg, while the roadster version weighs 1510 kg, giving the ultimate power to weight ratio to the vehicle. In this Audi, 1 horsepower propels only 4.3 kg of the total mass of the car- thanks to the only-Audi concept of giving cars the Audi signature of all-aluminum spaceframe, and light body construction.

The acceleration of this little giant is jaw dropping. It does 0-100km/h in just 4.6 seconds, if you consider the coupe’ version. The roadster owing to its heavy weight does it in mere 4.7 seconds.

The top speed in TT RS has been limited to 155mph, by German road standards, and we figured no way to turn that speed limiter off.( we even called the Pakistani computer scientist, but even they couldn’t do that)

ENGINE

It is a Turbocharged engine that delivers enormous amount of power even at low rpms.

The crankcase is made up of graphite iron, that has a very light weight along with its high strength.

The engine has a compression ratio of 10.0:1, making it quite good power converter i.e the conversion of power that resides inside the fuel, to the power that I required to run the car.

The turbocharger works great and creates the massive pressure of 1.2 bars and works with the intercooler just amazingly.

When the engine is revved up, the valves in the exhaust open and create a very powerful engine noise that shows that this car has racing genes in it!

DRIVETRIAN

The drivetrain is simply amazing as described earlier. This is standard Audi drvietrain that Audi has been using in all of its top of the line vehicles like S4, S5, R8 etc, but in a small package.

This whole system made by Audi performs so well that it just make you forget that you are driving a car...!

Gearshift is very smooth. The gear change is almost instant. When you change the gear, basically a hydrolic fluid i pumped into the selecting forks, making the shift easier.

INTERIOR & EXTERIOR

Interior and exterior are just too perfect for this new Audi.

When you sit inside this car, for a time being, you think that you are standing in heavens. This interior design has been selected as the most beautiful design that is available in the market today.

Exterior is just...simply beautiful!!!!

The headlights are also beautiful and are basically halogen bulbs that make you see over a long distance.

BOOT

The boot in Audi TT RS is not "that" big, but even then, it is enough for you to put you golf set and a complete kit of cricket.

CONCLUSION

It is no doubt, a totally practical car that has racing genes in it and is a must buy for the people who can spend extra $40000 on luxury!

Chrysler 300. A luxury Sedan or Just A Piece Of Crap?

There's currently no category for the Most Wanted awards for "best returning-to-glory car." But if there were, the Chrysler 300 would certainly be a strong candidate to win. A proud and prestigious vehicle during the 1950s, the 300 fell into anonymity during the '60s and then pretty much disappeared from the automotive landscape for more than 30 years. Only with the current model has Chrysler revived the accolades and respect that once surrounded this proud nameplate.

Thanks to its distinctive styling, roomy interior and powerful performance capabilities, the latest Chrysler 300 has become a popular choice in the large sedan segment. The 300C trim level, in particular, is an impressive vehicle thanks to its powerful 5.7-liter V8 engine. It's bracketed by two affordable V6-equipped models on one end and the high-performance 300C SRT8 on the other. According to our editors, nearly all 300 models should serve consumers well.

Current Chrysler 300

The Chrysler 300 is a large five-passenger sedan with rear-wheel or all-wheel drive. It's been designed to appeal to consumers desiring something with a bit more personality than a regular family sedan or an alternative to popular Japanese or European entry-luxury sedans. Some of the 300's underlying mechanicals are derived from Mercedes-Benz technology, and it's a platform sibling to the Dodge Charger.

The 300's styling is unmistakably American. The large chrome grille, double-lens headlights, high beltline, bulging fenders and big wheels give it a strong presence on the road. A long 120-inch wheelbase shortens up the front and rear overhangs and opens up plenty of occupant space on the inside. Cabin dimensions are generous in all directions, and the 300 offers more legroom than most of its competitors. Its overall interior design has been described as simple but elegant. The dash area effectively combines sporty, semi-retro and luxury motifs.

The Chrysler 300 comes in LX, Touring, Limited, "C" (labeled the 300C) and SRT8 trim levels. Though budget-oriented consumers might be attracted to the LX model's low price, we suggest stepping up to either the Touring or the Limited, as these trim levels come with the type of standard features expected for this class of car. The 300C and SRT8 versions are the performance-oriented models. The main difference between the two is that the SRT8 version has been tuned and equipped for maximum performance, though the 300C Heritage package narrows the handling gap by equipping the 300C with a sport-tuned suspension and steering. For rear-drive Touring and 300C models, Chrysler also offers the W.P. Chrysler Executive Series. This model rides on a 6-inch-longer wheelbase and provides additional legroom for rear-seat passengers.

For power, the base 300 relies on a weak 178-horsepower 2.7-liter V6 connected to a four-speed automatic transmission. Touring and Limited trims have a 3.5-liter, 250-hp V6 and a five-speed automatic. The top-shelf 300C and 300C SRT8 feature V8 engines with five-speed automatics. The 300C's V8 makes 359 hp, and the SRT8's boasts 425 hp. The SRT8 also features a stiffer suspension setup, more powerful brakes and a larger wheel-and-tire package. Most 300s are rear-drive, but Chrysler offers all-wheel-drive versions of the Touring, Limited and 300C.

In our review of the Chrysler 300, the car has fared quite well. Our editors have commented favorably on its masculine good looks, powerful V8 engines, long list of safety features and value for the dollar. Negatives are few but focus on the meager output of the base model's V6 and the car's poor outward visibility. Those desiring maximum fun will no doubt be pleased with the 300C SRT8, which can hit 60 mph from a standstill in just 5.7 seconds.

Used Chrysler 300 Models

The current-generation Chrysler 300 debuted for the 2005 model year. Prior to 2009, the 300C's 5.7-liter V8 made 340 hp, but the powertrains have otherwise gone unchanged. Models built for 2007 received a few extra features as compared to earlier years, and this was also the first year for the W.P. Chrysler Executive Series. The 2008 model was updated with some additional features and freshened exterior styling, and the 2009 Chrysler 300 received significant updates, including power-boosting variable valve timing for the 300C's 5.7-liter V8 and an innovative new active transfer case for all-wheel drive for better fuel efficiency and performance. This year also saw the debut of a comfort-tuned suspension on Limited and 300C models for those seeking a softer ride, an optional Chrysler 300C Heritage package offering the same sport-tuned steering and suspension as the Dodge Charger R/T Daytona, and a revised SRT8 with a new grille, revised suspension tuning and additional standard equipment.

Like fossil records, the Chrysler 300 has a long but patchy history. It came into being in the mid-1950s as a way to showcase Chrysler's new "Hemi" V8 engine. The first 300 was introduced for 1955 and was based on the New Yorker two-door hardtop. Its 5.4-liter V8 developed 300 hp. After that, Chrysler began affixing sequential letters at the end of "300" for each year as well as offering different body styles, including a convertible. The 1957 300-C is typically considered the most beautiful and desirable of these early cars. The Hemi engines were discontinued in the 300 after 1958, but Chrysler continued to use the letter designations up until the '65 300-L. After that it was the plain 300. In total, there were seven generations of this car before it was dropped after the 1971 model year.

The 300 name was briefly resurrected in 1979 for a special version of the rather awful Cordoba. It would then take another 20 years before Chrysler decided to roll out the 300 moniker again. This was the 1999 300M. Unlike previous 300s, this was a front-drive sedan only. Based on the second generation of Chrysler's "cab forward" LH platform, the 300M used a 3.5-liter V6, making 253 hp (that's net horsepower, a far more conservative standard than the "gross" rating used prior to 1972) and mounted longitudinally in the engine bay. It was built through the 2004 model year.

Bugatti Veyron 2010

This week, I got a closeup look at the most renowned, spectacular and the fastest car on the road for the public to buy... The Bugatti Veyron, and guess what... it is the 2010 version!



There has been a great hype about the car in the Volkswagen group that owns and produces this car, rather beast, about the remodeling and giving a whole new driving experience. Guess what... they really HAVE!

This new Bugatti Veyron 2010 version features a magnificent 16 cylinder W16 engine, arranged in two 8 cylinder blocks. This new Bugatti Veyron boasts a 8.0L Turbocharged engine, having a total of 4 Turbos. This new Bugatti has been designed by a well known car artist, Ricardo.



This new Bugatti Veyron 2010 features a brand new 7 speed gearbox. This has been redesigned as the older one could not sustain the torque produced by the W16 engine.

The magnesium Plappy paddles on the sides of the steering wheel gives a "flappy paddle gerarbox" to this vehicle, giving it a gearshift time of 150 milli-seconds.

The gearbox has a dual clutch, which enables it to shift faster, much faster, than a regular car. One clutch is there for the odd gears i.e 1,3,5,7 , while another one is for the even gears having the control of 2,4,6 gears. When a gear is to be shifted, and a paddle is pressed, one clutch gets all set and ready to shift the gear, while another one shifts in the time frame of 150 ms.

The vehicle uses the Haldex traction system and provides the 4-wheel drive. The new Veyron uses the flat tires from the Michelin, which are specially designed for the Veyron to provide the maximum speed. The curb weight of the vehicle will be 2034 kilo grams.

The wheel base of the Veyron is about 2710 mm, while the length, width and the height of the model are 4462 mm, 1998 mm and 1204 mm respectively. The Bugatti Veyron has 10 radiators in total - 1 hydraulic oil radiator for the spoiler, 3 radiators for the engine cooling system, 1 engine oil radiator, 1 heat exchanger for the air-to-liquid intercoolers, 1 differential oil radiator, 2 for the air conditioning system and 1 transmission oil radiator.

The engine in the vehicle produces 746 kilo watts of power and a massive 920 lb ft of torque. The maximum speed of the vehicle is about 400 kilo meters per hour, and the most fascinating part of the story is that the Bugatti Veyron is capable of reaching the speed of 200 kilo meters per hour in just 7.3 seconds.

The one drawback of Bugatti Veyron is that at full tank of gas, and at full throttle, this tank would last for only 12 minutes! That is obvious for a sports car, but considering it as a regular car, it is just ridiculous!

Our score for this new Bugatti Veyron 2010: 8.8/10

Pagani Zonda F Roadster Review.

Hello my friends.

This week i have brought you guys a whole bunch of entertainment with the review of amazing car made by... my GOODNESS! An Italian supercar creator, Pagani.

Here is the beauty!


Pagani created this amazing piece of machinery, the mighty Pagani Zonda F Roadster.

I have been in a lot of supercars and have never experienced anything like driving the new Pagani Zonda F Roadster... this car makes you feel like crazy!!!

The rarity of "Pagani Zonda F Roadster" just adds something to it's charisma, and that "something" is what makes you feel that you are in a ride that was made in the heavens. Just 25 of these machines have been built uptil now! By heavens i do not mean by comfort, but the sheer power that surges from the engine once you bury that right most paddle to the floor!

No doubt, the designers of the car, rather supercar, did pay a lot of attention to the comfort of the "pilot", but even then it is far short of the comfort offered by the Beemers and Mercs.

The engine is a 7.3L Mercedes-Benz V12, with 600+ bhp ready to be unloaded, and delivered to the road.



The only thing that I didnt like about this car was that you cannot get a feel of luxury when you are paying a heavy amount of cash to the manufacturer. It's not like that it feels uncomfortable, but you don't get that feel that you do in a Ferrari of a Lambo.

The acceleration is also one of the quickest, i.e 0-60 in 3.7 seconds.



Though to be honest, when the engine kicks for the red line the shove is so shocking that you’re not paying much attention to the sound it’s making. Thank heavens the F’s carbon-ceramic brakes are simply sensational, as good as any I’ve tried, the lack of mass probably helping here too.

Its not just the brakes that stop the car... it is the downward force that is provided by the spoiler, to increase the traction on the road, and to provide more friction while running at slow speeds, and this one is not for show!!



The whole carbon fiber body construction make Pagani Zonda F Roadster even lighter, thus translating the power surge from the engine to sheer speed... and in supercar bizz, power means you have the might to eat every other car on the track for the lunch!


After all, the Pagani Zonda F Roadster did not disappoint totally, but it did not satisfy us "completely" as it should have. Overall, it performed better than expected on the race track and proved it worth the money!

Here is a quick look at the specs.

Engine	V12
Location	Mid, longitudinal
Displacement	7291cc
Cylinder block	Aluminium alloy
Cylinder head	Aluminium alloy, dohc per bank, four valves per cylinder
Fuel and ignition	Electronic engine management, sequential multipoint injection
Max power	641bhp @ 6200rpm
Max torque	575lb ft @ 4000rpm
Transmission	Six-speed manual gearbox, rear-wheel drive, limited-slip differential
Suspension	Double wishbones, coil springs, dampers, anti-roll bar front and rear
Brakes	Ventilated carbon-ceramic discs, 380mm front and rear
Wheels	9 x 19in front, 13 x 20in rear
Tyres	255/35 ZR19 fr, 335/30 ZR20 rear
Weight (kerb)	1230kg
Power/weight	529bhp/ton
0-62mph	3.6sec (claimed)
Top speed	214mph (claimed)
Basic price	1 million euros
On sale	Not any more!
Our rating	9/10

Opel Workers Want Freedom Instead Of Words!!

General Motors Co dashed hopes on Tuesday that Opel would play a greater role within its vast empire and only offered vague assurances that Detroit would lengthen the leash on its rebellious European carmaker.

Separately, German Chancellor Angela Merkel warned GM not to count on European governments to bear the brunt of the burden to overhaul Opel, after Detroit refused at the last second to hand control over to a Russian-backed consortium built around Canada's Magna International Inc, triggering an uproar across Germany.

"This solution can only work if GM takes over the lion's share of the restructuring costs, which also means that it has to pay back the bridging loan," she told the lower house of Parliament on Tuesday.

Merkel staked her own reputation on the deal brokered over some six months and greased with billions in state aid from Germany -- ultimately undoing her own efforts after she had engendered too much hostility in other countries, which felt that Berlin was protecting domestic German jobs at the cost of Spain and Britain.

GM claims it can slash 30 percent of Opel's fixed costs for a third of the price to taxpayers that Magna would have charged; but the fierce backlash and near-total lack of trust in GM's management threatens its hope of raising 3 billion euros ($4.49 billion) in state aid to restructure Opel.

Chief Executive Fritz Henderson came to Ruesselsheim on Monday to mend fences, but he offered little in the way of goodies to German unions and politicians, who have demanded greater autonomy from Detroit's headquarters in exchange for their support.

Berlin has indicated that a key condition of state aid is ensuring that funds are spent in Europe on Opel, and have called on GM to provide a water-tight legal separation to prevent any suspicion of a financial leak in the direction of Detroit.

Speaking to reporters on Tuesday, Henderson showed little interest in marketing Opels outside the strict confines of Europe or even elevating the unit's status from a limited liability company to an incorporated stock company as proof that the carmaker would gain a greater measure of self-determination.

"We have a strategy in Brazil around Chevrolet ... It's a strong brand; the last thing we usually need is another brand," he cited as an example during a news briefing.

"Opel is a regional brand and I don't see that changing. That doesn't mean I'm closed to ideas about how it can be used elsewhere; but the measure of the Opel brand's success will be Europe, because if you don't win here all the discussion of exports will be irrelevant," he said.

The GM CEO also refuted estimates from the Moody's rating agency that the total funding need for Opel was 8.5 billion euros, well above the $6.1 billion a study commissioned by GM's board had estimated.

"I have absolutely no idea where those numbers came from. That's not what we think is required -- we think what's required is about 3 billion euros in total," Henderson said.

Magna's plan required 4.5 billion euros, sparking fears in Europe that GM is more interested in the long-term success of core brands like Chevy at the expense of its European marque.

The GM CEO said he would not starve Opel of investments, factoring into his plans spending levels of over 1 billion euros a year to maintain the brand's current model and engine range. But he characterized that figure as a forecast and not a commitment.

LOAN INSTALLMENT PAID

The GM CEO refused to answer any questions about the future of individual plants or the distribution of job cuts expected to affect around a fifth of the 50,000 European workers ahead of a restructuring plan that should be finished in the next quarter.

He also deflected fears that next year's expected sharp slump in the European car market, once government-sponsored scrapping incentives are absent, could prove fatal for GM's Opel plans.

Henderson answered that the company would finally now be in a position to build to demand in 2010, since Opel had already slashed production massively to shrink stocks of unsold cars.

"Once we are done reducing our inventory, we will be stable -- and we will have that done by the end of this year. So even if the market next year is down, our level of production might very well be up," the GM CEO said.

Opel's senior labor leader Klaus Franz met with Henderson in the morning but failed to extract any meaningful concessions; and the two parted agreeing that the next step is for Detroit to present a comprehensive, financially solid business plan for its European carmaker until 2014.

"We will then decide whether to enter further talks or negotiations," Franz said in a statement.

Earlier, GM said it had paid back another 200 million euros of the 1.5 billion euro bridge loan Germany awarded it to rescue Opel from its U.S. parent's trip through bankruptcy.

"We now have an outstanding balance of 600 million euros. We expect to pay the balance before Nov. 30," GM Europe finance chief Enrico Digirolamo said in a statement.

Magna's partner on the Opel bid, Sberbank, said in St. Petersburg it would not rule out legal action against GM, after it angered the Kremlin by killing the deal.

Russia was counting on Opel to modernize its own obsolete auto industry. Moscow has now invited France's Renault SA to increase its 25 percent stake in carmaker AvtoVAZ.

(Additional reporting by Noah Barkin in Berlin, Denis Pinchuk in St. Petersburg and Gleb Bryanski in Moscow; editing by Karen Foster and Gerald E. McCormick)

($1 = 0.6676 euro)

GM Refuses To Sale Opel and Vauxhaul To Magna!! Why???

It was a statement that took everyone by surprise, at least every automotive enthusiasts, " GM backing out of the deal for Opel and Vauxhaul"! Why would you do that??

Once you have committed to sale something, finalized the deal, took everyone i.e. your share holders in confidence, turned the eyes of the upon you, why would you suddenly back out from the deal??

This is the question asked by millions in the streets of the world, literally millions!

The news about the GM’s decision came out of the blue. The epic story to sell the German car maker started in April of this year. Having gone bankrupt, the American giant was trying to get rid of its European division. On September 10, GM eventually decided to sell Opel to Sberbank-Magna, a Russian-Canadian consortium.

The consortium would have obtained 55 percent of Opel’s shares, Opel’s employees would have received 10 percent and GM – 35. The work on the contract was in full swing: Magna and Sberbank were looking for an enterprise which could assembly Opel vehicles in Russia. Now it just so happens that all efforts taken at this point have been taken in vain.

GM explained its decision simply. The company said that the business in Europe was improving, and so was the business of the corporation itself. GM’s CEO Fritz Henderson stated that the company was going to develop its business in Russia and intended to resume contracts with Russia’s GAZ Group.

German Chancellor Angela Merkel stated soon afterwards that GM’s decision to cancel the deal was a defeat, although she did not specify, whose defeat it was exactly.

Roland Koch, the prime minister of Hesse, Opel's home state, said that he was angry about the decision.

"I have serious concerns about the future of the company and its jobs," he said.

The official added that he hoped that GM would return the bridge loan (1.5 billion Euro, or $2.2 billion) before the end of the month. The loan was granted to keep Opel afloat as a buyer was sought.

The government of Germany agreed to give the loan to Opel only if GM agreed to sell the company to the above-mentioned consortium. Now the car giant would have to return the money.

Opel’s employees were very disappointed with General Motor’s decision too. Many of them decided to go on strike for their families have lost certainty in their future.

The Russian authorities were very surprised about the decision, for the deal was about to be finished. Nevertheless, the government of Russia would not interfere into the matter.

Western experts believe that General Motors might have made a mistake. The company’s economic and financial position leaves much to be desired.

Mustang: Full Review

2010 Ford Mustang GT

Hello and welcome to my prestigious blog about the motor industry.

As promised, I have come back with a FULL and exclusive review of the macho-masculine car of the ages- The Mighty Ford Mustang.



We spent a few precious hours in the 2010 Ford Mustang GT toward the end of last year. More recently, we were able to get a Kona Blue model in the Autoblog Garage, and this time, we spent a full week exploring the car's metropolis manners in between long rounds in the saddle, throwing the car over hill and dale... and around the track. This Mustang promises much, and on our First Drive, delivered as promised. Follow the Jump to see if it could do the same for an entire week.
This particular blogger and Autoblog photographer Drew Phillips have had a running tête-à-tête concerning the Mustang. Phillips has extolled the car's blank-slate possibilities and massive performance for a massive bargain. I, conversely, have never really paid much attention to the Mustang, even though where I grew up they were thought so important to a young man's upbringing as to be considered one of the four food groups. Full Disclosure: I haven't even driven one since 1996, and that car was at least five years old – a GT that broke loose so quickly under my youthful foot that it's a wonder the car never wound up with the kind of body modifications you can only get from a ditch.



But that's in another part of the country, where the Mustang, like a horse, provides warm comfort. In Los Angeles, however, the Mustang is a rental car. Oh, there are plenty of Mustangs in the greater LA area, but if you happen to see one in the trendy parts, it's a safe bet that there's a Hertz contract in the glovebox... or else it's owned by someone who just moved out from that other part of the country.

So part of our quest was to see if the car deserves attention in The Big Smoke. The Answer? Yes. Yes, it does.



And that affirmation starts with the way it looks: the lines on the new Mustang are, finally, properly sorted. It's been a few generations coming, but Ford's designers have figured out which influences to use from the iconic models of the past and how to blend them without unnecessary frills. There is no part of this car's design that snagged our attention in a way that made us wonder "Why did they put that there?" What remains is a suite of firm lines and broad curves accompanied by the occasional crease that glare back as if to ask, "You lookin' at me?" The only part of the car that we kept coming back to and going "Hmmm..." is the now more rounded rear end, which in profile juts out so much it makes us think of a cantilevered shelf hanging out over a canyon. Compared to the tightly-cropped front end, it's a lot of overhang. Still, the coupe is drawn very well – the way the rear glasshouse descends into the tail and the way the car broadens from C-pillar to shoulder to wheel arch means you don't notice it unless you're looking for it.

Just look at the sheer running pride of this beast!!!





Inside, the well-drawn line continues, but the dissection is a little more complex. The first encounter gets a definite thumbs-up. The seats look great, the stitching is well done, the door panels have beautiful symmetry and the scalloped dash is a nice touch. The plastic surround in the center console is pedestrian, but the overall look is well done, and the layout and buttons are terrific. The steering wheel is pretty, although its buttons need a little learnin' to get a manage on.

Interior is second to none!!!!




And the cabin has some fantastic touches. The ambient lighting is nifty, and even though it's everywhere, it avoids being annoying or gimmicky (even though we must admit that the first time we looked down and saw our feet bathed in blue light, like something out of Close Encounters, it took a moment to digest). The word "Mustang" in the sill plates lights up in the same hue, and there are also blue light rings in the cupholders. It might sound hokey now, but if you're looking for a quarter in the cupholder late one night, all of a sudden it's genius, and the cupholder has a cover so you never even need to know things are aglow in there.




We especially need to single out the touchscreen, which is so good that it really should make some luxury cars blush, and it couldn't be easier to operate. The reversing camera image is spectacularly bright – even at night – and comes with hash marks for range. The stereo and climate control screens feature big, simple buttons. The map resolution is first-rate and has a lane view to tell you which lane you should be in, and the navigation voice doesn't drown you with commands. The power windows are one-touch up and down for driver and passenger, the cupholders hold two full-sized drinks at the same time, and the individual taillights flash in sequence in the direction you're turning when you use the signal.




Of course, there were a few niggles. The dome light can't be turned off if the door is open, so you can forget about doing a sneaky late night flyby at Sally's house unless she's going to hop in the car Dukes of Hazzard style. The 12-volt outlet is in the cubby behind the cupholders. If you want to charge your phone, you have to keep it in the cubby if you want to close the lid, because the lid won't close over the charger cable. But if you keep the phone in the cubby, it's hard to get to quickly. The chrome bezels on the gauges also reflect in the windshield at night, and in this author's opinion, Ford went a little too retro with the gauges. The hash marks are so close together on the speedometer, and the needle is, relatively, so big, that the best you can do is get your speed to within about +/- 3 mph unless it's a number that ends in zero.

But we can and would live with all of that. Happily. Because this car is big fun.



Speaking of big, as America's car, the Mustang is done in big American style. Get in, and compared to some of its ostensible competition it's as if you went to the sports car drive-through and asked them to Biggie Size your grub (which is still, thankfully, a few steps down from the Dodge Challenger-size meal). The cabin is big, the seats are big, the steering wheel is big, the shifter stands tall, the shifts are long... it's all just... big. Whip it around a track after having been in a few closer-fitting cars, and getting in the Mustang feels like getting in a FedEx truck. But that initial feeling is where any comparison to a lorry ends.



The sound made by the Mustang's 4.6-liter V8, now rated at 315 horsepower and 325 lb-ft of torque, is outstanding, a non-stop conversation that takes place between the exhaust and your ears. There is no language involved – you start the car and your auditory canal responds with, "Oh, hello!", knowing full well in your rumbling bones that this is how an American V8 is meant to sound and how you're meant to feel.



Throw the car in first and then, well, notice that there are only four gears after that. The idea of a five-speed transmission strikes us as archaic, but those five gears are arguably better used in the Mustang than some of the six-speed competition gets along with an extra cog. That doesn't mean it's faster, but it can be less work – on the track we shifted a lot more in other cars to stay in the power band, yet we didn't go any faster.

But it's plenty fast and a little loose – not sloppy, but yes, loose – even with the Track Pack. The additional goodies that come with the Track Pack option, like uprated brakes and dampers, a strut brace and limited-slip diff, do make a difference, but not a startling one. The regular car wallows a bit more, but the Track Pack still felt like it might be good for some extra cornering speed over non-equipped cars. Regardless, the brakes could still use some help – they won't quit on you, but they begin fading more quickly than expected when push came to shove. If you only have $1,500 to spend on making your Mustang faster, however, the Track Pack is probably worth it. If you have a little more, you're probably safe skipping it and getting your own parts – we'd start by firming up the suspension.



Don't get us wrong, though; the car is plenty fast – fast enough to acquit itself of some of its softer leanings. And while it might be a little cushy and the seats aren't exactly Recaros, the thing handles. Give us this car and $5,000 and we'll beat a bunch of people who spent a lot more. Give us this car and $10,000 and we'll spend part of that money painting pretty pictures on the Mustang's rear end because that's all most folks would ever see.



And it does have something that some of its faster-through-the-curves competition doesn't have: good highway manners due to a decided lack of frenzy. You can take a road trip in this car and emerge without that I-just-got-off-an-amusement-park-ride sensation where you bones are still jiggling hours after exiting the driver's seat. That means a lot.

All of which means that the basic Mustang template has only been expanded upon. It will still do the business at the drag strip and the Burger King on Friday night, and you can add a much wider ability to swallow town and (curved) track duty. And it's hot. And it's fast. And it's only $27,995 in base V8 GT guise. If you're looking for something not to like, best look elsewhere.



It's safe to assume that this car will have its home territories on lock. Will it actually get the attention it deserves in a place like LA? Well, that's for other people and their checkbooks to answer. But this blogger will admit to Mr. Drew Phillips, right here in public, "You're right about the Mustang. At least you're right about this one. I get it." We are pleased to report our week with the 2010 Mustang was spent astride one of the Four Horsemen, and his name was Conquest... well, maybe until the new Chevrolet Camaro comes along.

Finally.....

Likes:

• Traditional V-8 power
• Improved ride and handling
• Hot new interior
• SYNC and Travel Link options
• Great performance value

Dislikes:

• No bragging rights regarding horsepower
• Only five-speed transmissions
• Hard plastics inside

Buying Tips:

The Ford Sirius Travel Link system is a powerful infotainment package that you will want, so don't look at it unless you want to part with an extra two grand.

The Bottom Line:

Nostalgia is still a big part of the appeal, but the 2010 Ford Mustang is now every bit a modern, refined sport coupe.

2010 Model Contest! Camaro vs. Mustang vs. Challanger

Welcome back again to my prestigious blog about the magnificent cars that are there in the market today.

This week we held a contest to decide which one is the "Lord" of muscle cars, so we compared Cheoverlet Camaro, Ford Mustang and Dodge Challanger to let you decide which one rules the world!!!

2010 Chevrolet Camaro

Introduction

OK, we're going to get straight to the point here. The 2010 Chevrolet Camaro rocks. After years of anticipation, Chevy's new Camaro not only lives up to the hype but also redefines what a muscle car can be. The traditional stereotype goes something like this -- the affordable base model looks fast but goes slow due to a lumpy V6, while the V8-powered model will do apocalyptic burnouts in the high school parking lot but can't corner to save its (or your) life. The latest Dodge Challenger comes uncomfortably close to this archetype, and the Ford Mustang is at least guilty on the V6 front. But this new Camaro, well, it's an altogether different beast.

Impressively, the new Chevy Camaro is an excellent performance-car value whether it's equipped with the base direct-injected V6 or the optional V8. The V6-powered base Camaro can sprint to 60 mph in 6.0 seconds, thanks to 300 horsepower, yet it costs the same as competitors like the considerably slower Hyundai Genesis Coupe 2.0T. Heck, even the V6's fuel economy is impressive compared to its competition. The V8-powered Camaro SS with the manual transmission dispenses with 60 mph in a blistering 5.0 seconds -- 426 hp will do that for you -- yet it's considerably cheaper than cars like the BMW 135i and Challenger SRT8 and outperforms the slightly more affordable Mustang GT. The Camaro handles smartly, too, with even the base car surpassing the rarefied 68 mph mark on our slalom course.

Riding on a shortened and reworked version of GM's Zeta platform, which it shares with the Pontiac G8 sport sedan, the Camaro boasts an independent rear suspension and refined handling characteristics. The base direct-injected 3.6-liter V6 is the same sophisticated engine that's an extra-cost option on the Cadillac CTS luxury sedan, while the 6.2-liter V8 in the manual-transmission Camaro SS is essentially borrowed from the base Corvette (automatic SS models get a slightly less powerful V8 variant). This is some serious hardware, and as our tests have shown, it really delivers the performance goods.

This isn't to say that Chevrolet has somehow spawned the perfect performance coupe. While appealingly styled, the car's retro-themed exterior and high beltline leave little room for glass, and the resulting gun-slit-like windshield and windows compromise outward visibility to the point that it can be difficult to place the car in tight corners (and parking spots). Another knock against the Camaro is its lackluster interior materials -- they're better than the old Camaro's, for sure, but a couple competing models do it better. There's also the comically small trunk opening (meaning it's hard to load large items into the trunk) and the lack of a factory navigation system.

But will you care? Probably not. In the final analysis, the 2010 Chevrolet Camaro is a car that's no-excuses good. Even the Camaro in V6 automatic trim is no longer something that enthusiasts will snicker at. And with the chest-pounding V8, the Camaro will have the muscle car gods gazing down and beaming. You also get capable handling abilities, retro-cool styling and impossible-to-ignore pricing. The wait is over; the Camaro is here. And yes, it rocks.

Body Styles, Trim Levels, and Options

The 2010 Chevrolet Camaro performance coupe is available in five trim levels: base LS, 1LT, 2LT, 1SS and 2SS. The first three come with the V6, while the latter two get the V8. Standard equipment for the base LS includes 18-inch black "Heritage" steel wheels, keyless entry, cloth upholstery, front bucket seats with power-reclining seatbacks, a tilt/telescoping steering wheel, air-conditioning, cruise control and a CD/MP3 audio system with satellite radio and an auxiliary audio jack. The 1LT adds foglamps, 18-inch alloy wheels and a six-way power driver seat. The 2LT adds 19-inch alloy wheels, heated side mirrors, auto-dimming functionality for the driver-side and interior mirrors, additional auxiliary gauges, remote engine start (automatic transmission only), leather upholstery, heated power front seats and a Boston Acoustics sound system with steering-wheel-mounted controls, a USB audio interface and Bluetooth.

The 1SS trades some of the 2LT's luxuries for the power of the 6.2-liter V8. Upgrades include SS-specific exterior and interior styling cues, 20-inch aluminum wheels and Brembo brakes. The 2SS unites the 1SS's sporty styling touches and performance hardware with the 2LT's full list of standard equipment.

There are two optional packages. The Convenience and Connectivity package (1LT only) adds Bluetooth, steering-wheel-mounted audio controls, a USB port, a leather-wrapped steering wheel and shift knob, a cargo net and remote start. The RS package (available on all V6 models except the LS) adds xenon headlights, exclusive 20-inch aluminum wheels and a spoiler, among other exterior enhancements. Other options, depending on trim level, include special exterior graphics and a sunroof (available on all but the LS).

For more Style information, see our Compare Styles page.

Powertrains and Performance

The rear-wheel-drive 2010 Chevy Camaro is powered by either a 3.6-liter direct-injected V6 (LS, 1LT, 2LT) or a 6.2-liter V8 (1SS, 2SS). Both are offered with either a six-speed manual transmission or a six-speed automatic with manual shift control. The V6 is rated at an even 300 hp and 273 pound-feet of torque. The V8 on manual transmission-equipped cars makes a honking 426 hp and 420 lb-ft of torque. Camaro V8s with the automatic have slightly less power (400 hp, 410 lb-ft) but come with a cylinder-deactivation feature for enhanced fuel economy.

In our performance tests of manual-transmission Camaros, we've recorded 0-60-mph sprints of 6.0 seconds with the V6 and 5.0 seconds for the V8. EPA fuel economy estimates are an impressive 17 mpg city and 29 highway for the V6 (18 mpg city with the automatic), and 16 mpg city and 24 highway with the V8 (25 mpg highway with the automatic). These are very impressive fuel consumption figures, particularly given how powerful these engines are.

Specs

Car Type: Midsize Coupe
Where Built: Canada
EPA Class: Compact Cars

Dimensions
Exterior
Length: 190.4 in.	Width: 75.5 in.
Height: 54.2 in.	Wheel Base: 112.3 in.
Curb Weight: 3780 lbs.
Interior
Front Head Room: 37.4 in.	Front Shoulder Room: 56.9 in.
Rear Head Room: 35.3 in.	Rear Shoulder Room: 42.5 in.
Front Leg Room: 42.4 in.	Rear Leg Room: 29.9 in.
Luggage Capacity: 11.3 cu. ft.	Maximum Seating: 4
Performance Data
Performance
Base Number of Cylinders: 6	Base Engine Size: 3.6 liters
Base Engine Type: V6	Horsepower: 304 hp
Max Horsepower: 6400 rpm	Torque: 273 ft-lbs.
Max Torque: 5200 rpm	Drive Type: RWD
Turning Circle: 37.7 ft.

Fuel Data

Fuel
Fuel Tank Capacity: 19 gal.
EPA Mileage Estimates: (City/Highway/Combined)
Manual: 17 mpg / 29 mpg / 23 mpg
Range in Miles:
Manual: 323 mi. / 551 mi. / 437 mi.

Safety

Standard safety features include antilock disc brakes, stability control, front-seat side airbags and full-length side curtain airbags. Basic OnStar is standard on the LS and 1SS, while the 1LT, 2LT and 2SS receive OnStar with turn-by-turn navigation featuring a graphical display in the gauge cluster.

Safety Features
Antilock Brakes: Standard	Four Wheel Antilock Brakes: Standard
Depowered Airbag: Standard	Passenger Airbag: Standard
Head Airbag: Standard	Side Airbag: Standard
Child Safety Seats: Not Available	Traction Control: Standard
Stability Control: Standard

Crash Test Results
NHTSA Ratings
Passenger: Not Tested
Driver: Not Tested
Side Impact Front: Not Tested
Side Impact Rear: Not Tested
Rollover Rating: Not Tested
NHTSA: 5 star, 4 star, 3 star, 2 star, 1 star, Not Tested
IIHS Ratings
Crash Offset: Not Tested
Bumper Bash: Not Tested
IIHS: Good, Acceptable, Marginal, Poor, Not Tested

Interior Design and Special Features

Muscle cars have traditionally had bland interiors (a trend that continues with the Camaro's Ford and Dodge competition), but the Camaro laudably mixes retro touches like square gauge hoods and the available four-pack of auxiliary gauges with common-sense modern ergonomics. On the downside, there are a few ergonomic annoyances. The steering wheel is overstyled and doesn't fit human hands the way it should; the same goes for the bizarrely shaped manual shift knob. We also dislike the main gauges (they're hard to read) and the dead pedal (it isn't angled properly for comfortable cruising). Other issues include lackluster interior materials quality, the lack of an optional factory navigation system and the Camaro's tiny trunk opening, making loading elongated objects an exercise in frustration (golfers be warned). Backseat comfort is marginal, as you'd expect -- there's a shortage of headroom and legroom, so don't expect to use the rear quarters for more than short trips. The rear seats don't fold down, but there's a trunk pass-through.

Driving Impressions

The 2010 Chevy Camaro is the no-brainer choice among muscle cars for those who enjoy spirited driving, thanks to its unbeatable combination of big power, ample grip and refined suspension tuning. It's even got enough finesse to give luxury performance coupes like the BMW 135i and Infiniti G37 some competition. We just wish the experience were less like driving a really agile tank, but the Camaro's dramatic exterior styling leaves no other option. The base V6 Camaro feels quick and sounds sophisticated -- a knockout bargain at $22,000 and change -- while the V8 model will deliver tire-evaporating torque along with that classic muscle car roar at full throttle. What's more, for all its performance capabilities, the 2010 Chevrolet Camaro still manages to be quite civil around town and on the highway in terms of both ride quality and wind/road noise.

2010 Ford Mustang GT

The new Mustang now offers better road manners and a vastly improved interior, but the underpinnings are very familiar.

It’s easy to have mixed feelings about the 2005-2009 Mustang GT. It’s handsome, for the money you paid you got pretty good V8 power and it was fast enough. Where the (suddenly) last-gen Mustang falls down is the lowest bidder interior, questionable handling and non-track day brakes. “Listen baby I had a great time, but don’t lose any sleep sitting by the phone.” But hey, Ford’s prepped a (kinda) all new steed for 2010 and you can bet Mullally’s golden ‘chute that Mustang engineers have been hard at work addressing the above issues. Well, except for the brakes.

If you have an internet connection and a passing interest in cars, you’ve already sick of seeing the redesigned ‘Stang. But in person, it’s much better looking than in 2D. The detail that struck me hardest were the three creases on the hood. It’s an intriguing, complex surface. The side mirrors are painted body color (yay!) and the antennae has been moved to the rear. And you know, I like the more geometric rear end with the three-bar taillights. I also like the resculpted face. Sure it has some Camaro cues (hooded lights, downhill curve) but they’re good cues and segment appropriate. The only body panel they didn’t change is the roof, but sitting on the fatter (er, more muscular) haunches it reminds me even more of the ‘68 Fastback. Which is good. And you really got to see this baddie in Grabber Blue.

Ford got halfway to the promised land with the interior. Gone are many of the more egregious examples of IQ insulting penny pinching. For instance the bulk of the dash is now covered in actual aluminum. The gauges are not only crisper but Mustang exclusive. The leather seats sport oversized, contrast stitching and a stylish accent stripe. But there’s hardly any bolstering and after more than an hour, they hurt your back. Another example of almost but not quite: Ford placed soft leather inserts into the doors. Nice. But above ‘em is the same lousy plastic as last year. Pity.

Put your foot into the throttle and you’ll bang your head (against the headrest). Power is up for 2010. Up to Bullitt levels. That’s 315 hp and 325 lb-ft of torque. And check this: should you choose to fill up with premium gas, the ECU makes the torque earlier between 1,000-3,000 rpm. Also like the Bullitt, engine noise is piped into the cabin. Literally. While the sound isn’t quite as sweet as the car McQueen inspired (blame thicker sound proofing), the grunt is better than before. 0-60 times are probably in the 5 second flat range, just like the Bullitt. In certain interior packages, you can even shift gears with the Bullitt’s knob. If you’ve guessed that Ford benchmarked the Bullitt when designing the new car, pat yourself. Why? The Bullitt was the best Mustang Ford ever built.

The Bullitt made great strides in addressing the standard car’s handling issues. The 2010 Mustang GT crosses the finish line. More bracing, tighter spring rates, more damping, thicker sway bars and greatly improved aerodynamics work together to create the first Mustang in memory that thrives in the twisty stuff. Stick your head between the mufflers and you’re still greeted by a thick live axle. Ready for the truth: so what? After seven hours of constant, aggressive driving I encountered exactly one patch of asphalt that upset the rear end. But it was so cruddy that an IRS car would’ve spazzed, too.

I took the GT up and over some of the most challenging, technical canyon roads Southern California has to offer. The new ‘Stang excelled. I could go hard into essentially every corner and confidently blast my way out (some of the uber tight, near-180 degree guys require a soft entry). Like wow, man — a Mustang that’s actually confidence inspiring on windy roads. The steering is a bit over-boosted and the 19” wheels could use souped up tires, but I’m splitting hairs. Finally we have a Mustang that handles the way every 14-year-old assumes it does. Except for those brakes…

Instead of being an also-ran, value proposition in need of lots-o-mods, the “evolution not revolution” 2010 Mustang is a good performance car right out of the box. For those requiring a bit more brawn, there’s the $1,400 Track Pack that gives you Pirelli P Zeros, stiffer shocks and sways — plus upgraded brakes. The real question though, is whether you should buy a Bullitt right now for several grand off sticker, or wait a month and grab the 2010 Mustang. Probably at full price ($27,000 or so). Tough choice. If forced, I’d say that the Bullitt sounds better whereas the new GT drives better. Meaning this is the best Mustang ever. For now at least.

2010 Dodge Challenger

STYLING | 9 out of 10

Styling trends come and go, but for now, retro is all the rage in Detroit. The expanded 2009 Dodge Challenger lineup competes with the equally retro Ford Mustang and upcoming Chevy Camaro for the crown of king pony car.

The latest generation of the Ford Mustang kicked off the yesteryear styling trend among the Big Three, but the 2009 Dodge Challenger cranks it up to 11. The new Challenger Dodge is a "head-turner" that Automobile Magazine says is available in three different trim levels: a "top-spec, SRT8" and "considerably less expensive" R/T and SE models. Externally, all three share what Cars.com calls "Hot Wheels" styling. The visual appearance of the Dodge Challenger varies somewhat across the lineup, but not as much as on some other vehicles. Motor Trend, for instance, is pleased to report "the Challenger SE isn't completely stripped of Challenger R/T and SRT exterior jewelry and doesn't scream 'rental car.'" As for the other trims, Car and Driver contends that "the SE is closest to the 1970 model that was the clear inspiration for this new generation" of Dodge Challengers, while the "R/T adds fog lamps, 18-inch aluminum wheels" and "a body-color rear spoiler," and the SRT8 is distinguished by "faux-carbon-fiber hood strips, xenon lights...a matte black deck spoiler, and a deeper front air dam with functional brake ducts." A moderate amount of customization is available with the Dodge Challenger's exterior, as Motor Trend points out "Mopar can accommodate with everything from a Ram air hood to a coil-over suspension kit that drops the car up to 1.625 inches."

The interior styling of the Challenger Dodge, while not quite as exciting as the sheetmetal work, gets passing grades in reviews read by TheCarConnection.com. ConsumerGuide reviewers love that "the Chrysler-standard control layout places most systems within easy reach," and though "the navigation system absorbs most audio functions," it does so "with good results." TheCarConnection.com's editors also rave about the gauges on the 2009 Dodge Challenger, which are some of the most readable on the market. Among the less favorable reviews, Automobile Magazine feels that "the cabin is nowhere near as stylized as the Ford Mustang's, and the overall look is very muted." Car and Driver also points out that the interior is "dark" and "spooky," and in their opinion, it "absolutely requires the huge optional sunroof to cheer things up." Despite those few criticisms, reviews tended toward the positive end of the spectrum, and most reviewers agree with Motor Trend when they report that the 2009 Dodge Challenger benefits from "a healthy dose of retro-modern style."