Thursday, 30 July 2009

Review: 2010 Mazda3

2010 Mazda3

We can't talk about the new Mazda3 without lovingly gushing over the old Mazda3. Introduced in 2003 and produced until this year, the first generation was a segment buster. For about the same coin as its competitors, the Mazda3 gave you more: More sportiness, more refinement, more space and, being a Mazda, more reliability. The Mazda3 was just a better car. And of course there was the beloved MazdaSpeed3 – aka lightning in a reasonably-priced bottle. For 2010, Mazda has built a new, slightly larger 3 packed with polarizing styling, a bigger engine and more creature comforts.

In our First Drive, we mentioned the styling and how it's either a love it or gag on it proposition. Like many contemporary cars, the new Mazda3 has such complicated surfaces that when seen two-dimensionally via a computer screen, much of the subtlety is lost. Porsche's new Panamera shares a similar fate. In real life, the new Mazda is both flowing and cut. Of course, the big news is the grinning proboscis, which you either love, hate or love to hate. Again, we found it much more acceptable in real life than in photographs, but as with all things aesthetic, your mileage will vary.

We tested two Mazda3s, a 2.0-liter "i" sedan and a 2.5-liter "s" sedan. In other words, no five-door. As far as chunky little sedans go, with its new mega-mouth and stubby trunk, the Mazda3 shares a passing resemblance to the Mitsubishi EVO X – that's no bad thing. One aspect we particularly dig are the headlights. They're complicated yet elegant and finely shaped. Some reviews have pointed out the the clear taillights are pretty seven years ago, but we think they look fine. And Mazda did an excellent job with the wing mirrors.

Inside is a darker story. If you've ever found yourself inside a 1980s BMW, you get the idea. Lots of black and a bit of red. Darth Vader would feel right at home. The deep set gauges are inspired from the old car, but we're happy to report they're much more legible. The little 3 now comes with a nav screen (if you get the Grand Touring package), but it's the size of a credit card and hardly worth getting. Also, you can only map stuff with the steering wheel buttons, so its not very useful, either. The Grand Touring package adds all sorts of other luxury amenities including heated seats, dual zone climate, XM/Sirius radio and a quarter acre of leather. But it also burdens the steering wheel with 15 buttons.

Now we come to the transmissions. Our 2.0-liter "i" came with a five-speed automatic. It works just fine, but if you're craving any sort of sportiness from your three, you'd be much better served the five-speed manual. The autobox is simply a mechanical downer. Our 2.5-liter "s" tester came with a six-speed manual, and while we've long been a fan of Mazda's manuals (particularly the stellar 'boxes fitted to the RX-8 and MX-5), sadly, we were thoroughly underwhelmed by the quality of the row-your-own tranny in the new 3. It just felt floppy. The throws are old-school long, akin to a '70s Corvette, and the shifter comes off as chintzy. The "leather" shroud conceals a curved piece of metal where it's been spot welded to the bottom of the knob, and while that's hardly a deal breaker, we simply expect more from Mazda. Tumbleweed.

Our decadently optioned Grand Sport came in at $25,115, and now you're in WRX territory.
On the road, the tale of two engines isn't as different as you might think. Obviously the 2.0-liter "i" mill is aimed at the budget-minded consumer. It's 148 hp and 135 lb-ft of torque move it around and... that's about it. We would have liked to try wringing this motor out with a manual, but didn't get the chance. For those on a budget or worried about miles per gallon, this is your Mazda3 motor. The sad news is that those looking for some get up and go in the compact class, the 2.5-liter "s" motor isn't the answer. Yes, it's bigger and makes some more power (167 hp and 168 lb-ft of torque), but on the road there isn't very much difference. Considering the Subaru Impreza's naturally aspirated 2.5-liter boxer-four makes 170 ponies and 170 torques, yet the 2.5i Premium starts $1,000 cheaper than the s Mazda3 – $18,495 versus $19,490 – choosing the 2010 Mazda3 over the Subie becomes even more difficult. Thrown in the fact that our decadently optioned Grand Sport came in at $25,115, and now you're in WRX territory.

It's obvious at this point that after a week with the "i" and a few days with the "s", we simply weren't feeling the new Mazda3. Both cars' saving grace is the eager to boogie steering. Regardless of engine/transmission, turning the 3's wheel feels fabulous. Like nearly all Mazda's, the brands sporting DNA shines the brightest through the suspension. The parts aren't novel – MacPherson struts with coilovers up front and multilink coilovers behind – but it's all tuned brilliantly. Maybe then, the key to the 3's salvation lay up in the hills? Off to the canyons we went.

We selected Glendora Canyon – a wonderful, curve-imbued 20-mile blast – to put the 2010 Mazda3 through its paces. We set off with a friend's Hyundai Elantra in hot pursuit. First of all, pounding the holy snot out of (relatively) underpowered cars is a very underrated endeavor. Because the limits are so low, you can reach them quickly (red line in third gear, why not?), and because the chassis are modern the (safety) first tendency is always to understeer. Unlike a Viper, little cars aren't actively out to kill you.

As suspected, up in the canyons is where the Mazda3 came alive. Speeds rarely crested 45 mph, but even still the 3 flowed from one curve to the next. The new 2010s come standard with stability control, which we left off for the entire run – it simply wasn't needed. Aside from the aforementioned understeer, there isn't any bad behavior. There's even enough torque to let the engine do most of the braking for you. This prevented us from riding the grippy 11.8-inch front and 11-inch rear disks into flaming oblivion. Case in point: At the bottom of the mountain the Hyundai's brakes sat and smoked for a good five minutes while the Mazda looked as if it had been strolling through a park.

Without question, the old Mazda3 was the best car in its segment. Luckily for the new model, it's a pretty weak segment. Aside from the nearly-absurd price of our Grand Touring test car, there's nothing glaringly bad about the new 3. But unlike the old car, there's nothing too great about it either. Still, minus a few options and/or trim levels, this is a vehicle that many people will purchase and happily own for years to come. The 2010 Mazda3 will undoubtedly remain the go-to choice for non-pistonhead family members, but for those of us craving more from our compact runabouts, we're keeping our fingers crossed for the 2011 Mazdaspeed3.

[Source: Autoblog]

Ferrari 458 Italia Spyder rendered

Ferrari 458 Italia Spyder

Now that the Ferrari 458 Italia has been let loose to glare at the world, it is only a matter of time before it's followed by a 458 Italia Spyder sibling. While we wait for Ferrari to provide us images of that car, computer rendering artist Jon Sibal has gone ahead and created his version of the newest droptop stallion.

It will be interesting to see how Ferrari intends to fit all of that roof into the severely tapering rear end. If they can keep it looking like the car above, then they'll have worked magic on this car twice.

[Source: Jon Sibal via Sub5Zero]

2010 Suzuki Kizashi unveiled!

2010 Suzuki Kizashi

We've gone to some unusual places for new product unveilings, but today's reveal of a new mid-sized sedan from Suzuki may be one of the most ironic. For some reason, the small automaker of mostly small cars chose a World War II memorial in suburban Detroit for the global reveal of its most aggressive attack yet on the heart of the U.S. car market.

Suzuki has always been a bit of an outlier in this market, although the company has been a strong player in the Japanese mini-car scene. Its most successful entry to date here in the U.S. has been the compact SX4. Now, it's trying to encroach on Camry/Accord/Fusion territory.

Suzuki quoted for us a Global Insight study that projected a 45% recovery in the U.S. auto market over the next two years. They expect much of that to be in the smaller car segments in which the company competes. Even through the worst of this market, Suzuki has been one of only two Japanese automakers to be profitable. In fact, it's been profitable for 57 consecutive years. The Japanese Domestic Market Wagon R has been the number one selling car in Japan for the last four years.

The company now hopes to build on the success of the SX4 in the U.S. and become more of an "aspirational brand". They want younger buyers who "travel light and live fully" and a promotional video they showed to illustrate this made it sound like Suzuki wants to transform itself into Subaru. So far it seems to be working with residual values after 36 months rising from 34 to 48 percent between 2005 and 2009.

American Suzuki also has a new leadership team that starts with Kevin Saito, the new president of the company. Saito previously led Suzuki's efforts in India where the company now has a 55% market share and is more profitable than ever.

The next big step for Suzuki is the Kizashi sedan, which brings the brand into a segment that few people would have associated with Suzuki cars until now. In part the company wants to bring its car image up to par with its motorcycles. That means a much more sporting image. The Kizashi has been completely engineered and designed in-house at Suzuki to that end. The name apparently means "something great is coming", and that's what the company is hoping for.

Gene Brown, VP of marketing and PR, told the group that the world doesn't need another "soul-less transportation appliance", but does need something with the handling and craftsmanship of a European sports sedan and the value of a Suzuki. A video shown during the presentation said that luxury performance cars are no longer just for old rich guys, alluding to the average age of Lexus buyers (55 years old).

Steve Younan, director of product planning, actually gave us the run-down on the Kizashi. Among the cars Suzuki targeted were the Acura TSX, Volkswagen Passat and Alfa Romeo 159 – certainly a higher benchmark than Suzuki cars have previously aimed for. That meant good steering, responsive handling and entertaining performance while retaining good ride quality. The result was a multi-link rear suspension, high performance dampers, 18-inch wheels and high-end Akebono brakes. We've seen plenty of spy shots over the past year of the Kizashi at the Nurburgring, so hopefully the on-the-road reality will live up to the specs.

Underhood, the sole engine is a 2.4-liter high-output four-cylinder with variable valve timing. Power can be sent through either a manual six-speed or CVT transmission, the latter of which comes standard with paddle shifters. The Kizashi has stability control and eight air bags standard, and also meets the 2014 side impact "pole test". We're told that the stability control has been optimized to provide good performance without being too intrusive, and an all-wheel-drive system that's integrated with the stability control will be optional on the sedan. Suzuki is also working on a hybrid version of the Kizashi that will be unveiled after the gas-powered model goes on sale, and a V6 is also in the cards.

The Kizashi has a 107-inch wheelbase, 183-inch overall length and 72-inch width, making it smaller than class archetypes like the Toyota Camry and Honda Accord. Final power and mileage numbers won't be released until closer to its on-sale date this Fall, but expect somewhere in the 180-200 hp range and 30 mpg on the highway.

Inside the Kizashi gets standard sport seats and a decidedly upscale interior. The design is clean, appears well executed and should feel right at home to buyers of some premium brands. In spite of all this, Suzuki is planning to price the Kizashi in the same range as more mainstream models like the Camry and Mazda6. That means it should run from the high teens to mid-$20k range.

Will the Kizashi be a breakout hit for Suzuki here in the U.S.? That's hard to say, as the mid-size sedan segment is teeming with more established and evolved models, none of which are laurel resters and all of which aspire to give buyers a "premium" feel for pedestrian dollars. Hopefully Suzuki is baking elements into the Kizashi that will set it apart, otherwise this Japanese brand will remain on the outskirts of this market's most contested car segment.


  • Kizashi concept series culminates with world introduction of all-new Suzuki sport sedan.
  • Chic Kizashi production model to deliver Japanese quality and European flair.
  • North American Car of the Year contender to serve as halo vehicle for maturing Suzuki lineup.
  • Kizashi's exhilarating performance and driving experience reflect Suzuki's exuberant brand spirit, backed by the confidence of America's #1 Warranty.
BREA, Calif. (July 30, 2009) - American Suzuki Motor Corp. (ASMC) takes a bold step forward today. Known primarily as a maker of small vehicles and high-performance motorcycles, today marks the global debut of the 2010 Suzuki Kizashi (pronounced "Kee-Zah-Shee"), the company's first entry into the all-wheel-drive sport sedan segment. Benchmarked against some of the leading cars in the world, the all-new 2010 Kizashi becomes an instant car-of-the-year contender in its own right. With the launch of the Kizashi, Suzuki delivers a unique blend of dynamic performance attributes with premium design aesthetics and craftsmanship yet to be experienced in this category. Scheduled to arrive in North American showrooms this winter, the Kizashi will serve as the company's flagship vehicle, further expanding and strengthening its current product line of high-quality small cars, trucks and SUVs.

"In developing and naming our newest automotive introduction, the Japanese word 'Kizashi,' which tells that something great is coming, seemed appropriate for the vehicle," said Kevin Saito, president, American Suzuki. "Now that the production model Kizashi has arrived, we expect the name and the product itself to clearly demonstrate the bold statement this company knew it would be making with the debut of this vehicle - while also simultaneously suggesting what will emerge in the Suzuki lineup as we look ahead to the future."

The Kizashi sport sedan, which originates from the Concept Kizashi series introduced over the last two years, follows a similar design theme and appreciation for performance previously illustrated by the three eye-catching and immaculately designed concept vehicles. The production Kizashi redefines the traditional performance sedan and moves the Suzuki brand upscale. Furthermore, its active and energetic identity, a core component of the Suzuki brand DNA, is tempered by the vehicle's overall mission to provide a strong, refined urban performance.

Built at Suzuki's brand-new manufacturing facility in Sagara, Japan, the 2010 Kizashi is equipped with a standard 2.4-liter DOHC inline four-cylinder engine offering a more potent standard engine than many competitive best-sellers. The engine employs both an aluminum block and cylinder heads, providing a lightweight installation; aluminum pistons with low tensile force rings deliver improved power and efficiency. Dropped-forged connecting rods, rotating on a forged steel crankshaft, contribute to the inline four's durability, and a balancer shaft delivers improved engine balance and reduced noise, vibration and harshness (NVH).

The responsive inline four is connected to a six-speed manual transmission, for heightened performance in the low gears, along with relaxed - and economical - cruising capability in the higher gears. Customers may opt for an available Continuously Variable Transmission (CVT) that delivers both the driving experience and fuel efficiency today's consumers demand, while not compromising the character preferred by driving enthusiasts. That character is enhanced with paddle shifters, optimizing driver control regardless of speed or driving environment. With either transmission choice, the Kizashi is engineered to return competitive fuel economy numbers for fuel-conscious consumers.

In addition to this excellent new powertrain, and to even further enhance the Kizashi's strong efficiency story, Suzuki is developing an even more fuel efficient hybrid version that will be added to the lineup in the future.

Braking and Handling

In order to successfully enter a field already saturated with countless nondescript transportation appliances, Suzuki breaks away from traditional values normally associated with the mainstream, standing firm on Suzuki's belief in delivering a dynamic and exhilarating driving experience. That driving experience was validated on Germany's Autobahn, Switzerland's Alpine twisties, cobblestone roads of rural England and the legendary Nürburgring.

An exceptionally rigid steel unibody - with reinforced front suspension and multi-link rear suspension constructed with embedded aluminum - allows for crisp, nimble handling with excellent stability, sophisticated ride and reduced chassis vibration. Engineered from conception to be all-wheel-drive capable, the Kizashi offers a newly developed advanced all-wheel-drive system with highly advanced controls that evokes and promotes a natural sense of heartfelt driving enthusiasm and safety. Kizashi's sophisticated braking system offers standard four-wheel disc brakes and includes suppliers such as Akebono, a world-leader in NVH control and analysis and a leading brake supplier for automotive and high-speed rail applications.

Kizashi's thoughtfully crafted exterior design is best described as the seamless melding of European style and Japanese craftsmanship. Tailored for the driving enthusiast, Kizashi's bold and aggressive stance is complemented by available 18-inch alloy wheels; contemporary styling - with its lean proportion and minimal front overhang - injects the sophistication appropriate to a performance-oriented sport sedan. As with the Concept Kizashi series, the front end of the production Kizashi expresses both strength and style, while the vehicle's impeccably engineered body reflects Kizashi's underlying strength and distinctive combination of capability and refinement.

At Kizashi's rear, the architecture accentuates the 'sport' aspect of Suzuki's sport sedan. The visual dynamic is enhanced with the addition of an integrated dual sport exhaust, communicating - both visually and aurally - the Kizashi's performance-imbued spirit.

Suzuki has taken advantage of its expertise in the compact car segment to efficiently execute larger - yet still tidy - proportions that afford comfort and practicality without the wasted space. Along with cabin proportions that reward Kizashi drivers and passengers with comfort and roominess, Suzuki pursues a contemporary, upscale interior feel - such as standard sport seats - in line with the vehicle's on-road performance characteristics. Driving enthusiasts will appreciate Kizashi's sporty and elegant instrument panel, while consumers seeking a luxury sedan will be pleased with the vehicle's available leather seating, featuring high-density foam and premium quality materials rivaling upscale competitors.

The available premium leather is supplemented by three-stage heated seats and a three-position memory program. In addition, both cloth and leather seats benefit from Suzuki's attention to detail: French seams, hard cover rears and low fatigue foam.

For those wanting high-tech beyond the engine compartment, the Kizashi's interior delivers by the megabyte. Beginning with standard keyless push start system, Kizashi also offers iPod®1 connectivity and optional streaming audio via Bluetooth®2. For your advanced listening pleasure, Rockford Fosgate®3 provides an optional listening experience boosted by 425 watts of power.

Traction and Safety

The all-new Kizashi includes a class-leading list of standard safety equipment, including class-exclusive standard eight airbags, Electronic Stability Program (ESP®)4, an anti-lock braking system with electronic brake-force distribution, projector beam headlamps and a tire pressure monitoring system.

Also included as equipment on the Kizashi is Suzuki's developed synergetic vehicle dynamic control. This system assists drivers control and a fun-to-drive experience with minimal intrusiveness.

Kizashi is offered with Suzuki's next generation i-AWD system, a rare option in its class, as this safety and performance enhancing feature is more typically found among luxury sport sedan offerings. Engineered to provide outstanding traction in inclement weather, the sophisticated all-wheel-drive system also delivers enhanced cornering capabilities. Activated when the driver selects the "AWD" switch on the instrument panel, power to the rear wheels starts immediately upon acceleration. Torque split remains dependent on several factors, including wheel slippage and throttle input.

2010 Subaru Impreza pricing announced, Premium model $1,000 cheaper

2010 Subaru Impreza

Good news for you folks in Colorado. Subaru has released pricing for the 2010 Impreza, and while most of the new models are the same price as the '09s, one model gets a price cut. Not only that, but all Imprezas now feature Symmetrical AWD badges (woohoo!). The base car's price remains unchanged at $17,495, however the big news is the Impreza 2.5i Premium gets its price slashed by $1,000 to $18,495. Not too shabby. Also of interest is that pricing for the 265-hp WRX remains unchanged at $24,995 for the sedan and $25,495 for the five-door. And in case you're wondering, an Impreza is a WRX sans turbo and a few other rally-it-up bits. The name means "Buy Me or Else" in Denver.

[Source: Subaru]


Subaru Announces Pricing On New 2010 Impreza
  • Record-breaking model prices largely unchanged for 2010
  • Premium model price now $1,000 lower

CHERRY HILL, N.J., July 29 /PRNewswire/ -- Subaru of America, Inc. has announced pricing of the 2010 model year Impreza line-up, including a new Special Edition Package available on the Impreza 2.5i Premium.

Pricing for the Impreza model, which set a sales record in 2008, begins at an unchanged $17,495 for the 170-hp 2.5i with Symmetrical All-Wheel Drive as standard. (All 2010 Subaru models feature new Symmetrical AWD badging.)

Impreza blends fun-to-drive performance, safety, and functionality with Subaru Symmetrical All-Wheel Drive, making it an unmatched value in the compact segment. As well as receiving the highest possible ratings in IIHS crash tests, and being listed as 2009 IIHS "Top Safety Pick", the Impreza also scored NHTSA five-star crash test ratings for frontal impact for both the driver and front passenger, a five-star rating for the driver side impact, and a four-star rating for the rear passenger side impact.

The Impreza 2.5i Premium is reconfigured for 2010, with pricing starting at $18,495 - $1,000 less than the 2009 model.

Impreza 2.5i, 2.5GT and Outback Sport models add a stylish new grille and an attractive new exterior color Camellia Red Pearl is available on 2.5i & 2.5GT models. GT models are powered by a 224-hp intercooled turbo Boxer engine and teamed to standard 4-speed automatic transmission and Active AWD version of Symmetrical All-Wheel Drive.

The value continues with the introduction of the new Special Edition Package that includes power moonroof and fog lights as well as the All-Weather Package. The Impreza 2.5i Premium with the Special Edition Package starts at $18,995.

Bluetooth hands-free cell phone capability is now standard on 2.5i Premium and WRX Premium models with the navigation system.

For 2010, the Impreza Outback Sport model adds Paprika Red Pearl/Steel Silver Metallic and a new two-tone exterior color, and retains its starting price of $19,995.

The performance-oriented 2010 Impreza WRX has a starting price of $24,995, again unchanged from last year and is available exclusively with a 5-speed manual transmission. The All-Wheel Drive Impreza WRX features a 2.5-Liter DOHC inter-cooled turbocharged engine delivering 265 horsepower, a new exterior side sill, 225/45 R17 lower profile summer performance tires, 17-inch alloy wheels, an Aero Package, WRX upholstery w/red stitching and WRX logo on front seats, leather-wrapped steering wheel and red stitching, and STI type grille w/WRX badge. The Impreza WRX 5-door model has the same features as the 4-door, plus a rear spoiler and has a starting price of $25,495.

Pricing for the high-performance model WRX STI, which for 2010 features black alcantara trim and a black center console with red stitching also remains unchanged at $34,995.

Destination and delivery for all 2010 Impreza models is $695 (excluding Alaska).

More information is available at

2010 Impreza Model Pricing

Impreza 4-Door Models

2.5i 5MT $17,495 $18,190
2.5i Auto $18,495 $19,190
2.5i Premium 5MT $18,495 $19,190
2.5i Premium Auto $19,495 $20,190
2.5GT Auto $26,995 $27,690
WRX 5MT $24,995 $25,690
WRX Premium 5MT $27,495 $28,190

Impreza 5-Door Models

2.5i 5MT $17,995 $18,690
2.5i Auto $18,995 $19,690
2.5i Premium 5MT $18,995 $19,690
2.5i Premium Auto $19,995 $20,690
Outback Sport 5MT $19,995 $20,690
Outback Sport Auto $20,995 $21,690
2.5GT Auto $27,495 $28,190
WRX 5MT $25,495 $26,190
WRX Premium 5MT $27,995 $28,690

STI 6MT $34,995 $35,690


Code Description MSRP
01 Base Model N/A
11 Special Edition Package $500
12 Navigation and Power Moonroof Package $3,000
14 Navigation System $2,000
15, 25 Silver/ Gold BBS Package $2,000
16, 26 Silver/ Gold BBS Package + Navigation System $3,800

Wednesday, 29 July 2009

First Drive: 2010 Subaru Outback

2010 Subaru Outback

Before there was such a thing as a CUV, there was a jacked-up four-wheel drive wagon called the Subaru Legacy. A few special editions later, the Legacy Outback edition birthed the stand-alone Subaru Outback in 1995. The precedent was set, establishing the wagon as polymath, master of numerous disciplines: durability, capability, wide range, ease of use and maintenance on-road and off. The styling, however – well, you weren't really buying a Subaru for its styling. Autoblog went to Montana to drive the fourth-generation 2010 Subaru Outback, and all we needed was one look to realize there's finally a Subaru for the rest of us. Then we drove it, and it just got better.

Subaru might be less known for the character of its cars than for the kinds of characters who buy them. The Japanese automaker does its job so well that when someone says "I own a Subaru," it rarely comes as a surprise – your internal dialogue replies, "Ah, of course you do... that explains a lot..." While that might be something to chortle at, Subaru has done so well with its cars and its characters that the company has posted the lowest sales decline of any automaker this year at just 0.8%. It also sold more cars in the U.S. in June of this year than it did in June of 2008, one of only two makers to do so.

What does one do after it succeeds? Keep working. And with the 2010 Outback, Subaru went to work on everything, but it's the styling that makes the biggest impact. See, Subaru wagons are not unlike camels: When you need a ride that can go out and stay out, enduring with little-to-no assistance over testing terrain, and keep you comfortable along the way, you can't go wrong with a Subaru. Or a camel. It's just neither are stylistically compelling.

To our eyes, that's changed with the 2010 Outback. It will certainly attract the brand's usual characters; but much more importantly, it has character. It's not a lozenge with cladding – it's a properly designed vehicle with significantly contrasting planes, lines and details. So much so, in fact, that our first reaction to it was, "That's a good looking car." Outside of the mid-90s WRC Imprezas, that's a line we've yet to uttered when discussing a Subaru.

It's easy to go astray when trying to make a car's surface more three-dimensional. The Outback doesn't do that. The flares on the hood, the pronounced arch cutouts, the sharpened kink from the greenhouse to the body, along with the Outback's overall increased squareness – not to mention the polygon headlights – works well in photos and even better in person.

You can now get all of that sweet, nutty Subaru-ness in a traditionally handsome package.
None of this is revolutionary; you can see the evolution from the current Outback, and many of the new Outback's features entered the design vocabulary elsewhere. What we're saying is that it's handsome, which means you can get all of that sweet, nutty Subaru-ness in a traditionally handsome package. The come-hitherness of a wild horse that hides the indestructibility of the aforementioned camel makes us say, "Yes." What's more, the good news is shared with everyone: There are three trim lines, but the only stylistic difference between the top line (Premium) and the other two is a different color for the front lower lip.

The other noteworthy exterior design detail is the roof rack. The crossbars can be retracted so they sit flush with the roof rails, then extended when you need to carry something. It's a layout that cuts down greatly on wind noise and it's been designed to fit Subaru models up to ten years old.

The sharpening and edging tool that reshaped the exterior was also used to recraft the interior. The pile-up of roundness found on the outgoing steering wheel has been ditched in favor of contrasting, scalloped arms and larger buttons. The instrument panel follows the same general shape, but instead of curves alone there are hard joints, including where the center stack meets the tunnel, and the detail lines that increase the texture and accentuate the dimensionality. And of all makers, Subaru has come up with an ersatz textured metal trim that actually feels and sounds just like metal.

We only had two tiny quibbles with the cabin – one was the inset area atop the dash that contains the clock and outside temperature. We like the way it looks, but we wished that information was on the eight-inch navigation screen. The other thing was the perforated leather; when paired with the perforated leather inserts in the doors, it just began to look like everything had holes in it. But again, these are tiny quibbles, and they only stood out because everything else was love-it-and-forget-it.

And that's easy to do when the cabin is capacious. The Outback has grown 4.1 inches taller and two inches wider, but is 0.8 inches shorter due to decreased front and rear overhangs. The extra height and width were almost directly translated into nearly 13 more cubic feet of cabin room, with larger front seats providing more head, shoulder and hip room, and an increase by four inches of rear legroom and two additional inches of toe room under the front seats. Unless you belong in the WWE or you're an NBA draft prospect from China, sit in the back of the Outback and your legs will not touch the front seats.

Your freight gets more breathing room as well. The tailgate is wider, the floor is lower, and the packaging of the new double-wishbone suspension combine to add a shade less than one cubic foot of extra cargo room over the current car with the rear seats up, and a tad less than six cubic feet with the rear seats down. Those rear seats, by the way, are one-touch fold-down with a 60/40 split, and also recline. The hauling space behind them can be covered with a retractable tonneau, and when you don't want to mess with the cove you can hide it in the subfloor, accessed by lifting the up the rubber mat and carpet.

Subaru has also added features for occupants. Directly as a result of customer research – and the realization that "We carry a lot of junk in our cars" – the center armrest cubby is larger, the cabin has been filled with bins, and the front visor has a ticket holder (Subaru is based in New Jersey, home of a ticket-fest turnpike). Electronically speaking, every 2010 Outback gets an "Auto" setting for the lights, a telescoping wheel, an electronic parking brake, and a revised Hill Hold Assist that keeps the car motionless until you press on the throttle instead of releasing after a couple of seconds.

The Outback has two flavors of engine and three flavors of transmission, trim level, and AWD. The base engine is the 2.5i, an SOHC four-cylinder powerplant with 170 hp and 170 lb-ft of torque. It's been given new intake and exhaust manifolds so the torque peaks at 400 RPM lower in the rev-range. It's also been fettled to improve gas mileage, returning 19 city and 27 fitted with the new six-speed manual, and 22/29 when it works with the CVT. It can also be certified as a PZEV in all 50 of these United States.

What you get is the ride of a car - not a CUV, and not even a wagon. A car.
The 3.6-liter DOHC is a boxer special that comes from the Tribeca and benefits from being expanded by six-tenths of a liter over the current Outback engine. The numbers jump to 256 hp and 247 lb-ft – with 225 lb-ft available from 2,000 rpm – and it will return 18 mpg on the highway and 25 in the city, fitted to the five-speed automatic transmission – one mpg better than the current car.

The 2.5i can be mated to the six-speed manual and the Lineartronic CVT, while the 3.6 makes do with the five-speed auto. The CVT gets a wide ratio spread and is a chain-driven unit; the chain variator route was taken because it makes the system more compact, reduces friction and improves fuel economy. With the larger, 18.5-gallon tank in the 2.5i, the Subie's range is reported to be 444 miles. The CVT also comes with paddle shifters that create a virtual six-speed transmission, with shifts taking a tenth of a second.

The number one reason people say they buy a Subaru is for the all-wheel drive. Understandably, Subaru touts the fact that all its models are equipped with symmetrical AWD and under normal circumstances the power is split 50/50 at all times, not just to the front wheels and then spread about as needed. The base 2.5i with the six-speed manual gets a continuous AWD setup with a viscous center differential and 50/50 split. Slippage at either set of wheels will send more power to the opposite set. Opt for the CVT and you upgrade to Active Torque Split AWD, an electronically controlled multi-plate clutch system that responds to driving conditions. For the five-speed automatic, the AWD setup is a variable torque distributing planetary gear setup with electric control. This option technically isn't symmetrical: the power split is 45:55 to heighten handling, but it does continuously adjust to driving and road conditions.

As previously mentioned, trim levels come in base, Premium, and Limited. Subaru threw so many things at the base level, though, that even low men on that totem pole can feel good about themselves – the base gets the steering wheel controls, the fold-down and reclining rear seat, electronic parking brake, Hill Holder, automatic lights, Brake Assist, Vehicle Dynamics Control and a 3.5 mm audio jack. Nearly everything else is thrown at the levels above – there are really only two options available for the Premium and Limited trims. By the time you get to the top, the only choices left are adding a power moonroof and the navigation system that comes with a very crisp rear-view camera and the ability to use casual voice commands like "I'm hungry" to find restaurants. Nevertheless, if you're not the kind to be pampered, stick with the Premium and add the All-Weather package if the climate necessitates, and you'll be set for plush.

So. How does it all work together? Very nicely.

The 2.5i is perfectly reasonable. Subaru was able to keep the 2010's weight gain to just 95 pounds over the 2009 model with liberal use of high-strength steel, but the fact remains you're using 170 hp to pull a 3,386-pound car. We won't even bother with 0-to-60 times because Subaru didn't give them to us and (nearly all) Scooby buyers aren't concerned about them anyway, and won't be concerned about the pace as it screams "adequate." Although the car might not giddy up and holler, the CVT transmission is eager to give you what you want. You can put the car in "M" and use the paddle shifters, but you don't need to -- the car doesn't hesitate to find the power band necessary to do what your right foot is instructing, even uphill, and even at nearly a mile-high altitude.

The 3.6 is, not suprisingly, where the action is. The salubrious bump in numbers equates to a felicitious bump in zippiness. Hit the gas and go. Next?

No matter which engine we drove, though, we found the ride and refinement well sorted. The Outback is built on an all-new and more rigid platform, and the engine sits in its new cradle on hydraulic mounts. The Outback's wheelbase is 2.8 inches longer, while out back a double wishbone suspension takes over from the multi-link unit and more stout stabilizer bars are located front and rear. What you get is the ride of a car – not a CUV, and not even a wagon. A car.

Then you make a right turn at the sign for the Continental Divide, where the dirt and ruts and washboard and rocks begin, and it's pure Subaru. The Outback – every model, no matter if it wears 16- or 17-inch wheels – has 8.7 inches of ground clearance. That's half an inch more than the Toyota Venza, the car Subaru sees as prime Outback competition, and the same as a Jeep Wrangler Unlimited and just 0.2 inches less than a Range Rover. The Outback is unfazed by mud, by repeatedly hitting its bump-stops, by 35-degree inclines. Pick your line, pay attention, and drive. The same Subaru experience that has made the company's name in almost every dusty, snowy, icy, yak-tracked corner of the world.

Now for the price: the 2.5i manual will subtract $22,995 from your checking account, $23,995 if you go for the CVT, plus $694 destination. That's thousands less than most of the competition Subaru has identified, such as the Venza and Volvo XC70. To get close to that you'd be looking at a Jetta SE Sportwagon, and then you lose out on the space, ground clearance and AWD. Step up to the base 3.6 and you're in for $27,995. The tippy top 3.6 Limited starts at $30,995, a $1,000 drop from the current, smaller-engined Outback 3.0 Limited, and once you get to $33,995 you're out of factory options. The MSRP on a 3.5-liter V6 AWD Venza is $30,595. You can get features on the Venza that you can't get on the Subaru, such as a tow prep package, smart key and electronic rear gate, but if you want to add a voice-controlled navigation you need the Premium 2 package which lumps $8,205 onto the bill. As for the Volvo, the fully loaded Outback is $4,000 less than the MSRP of the XC70.

And if they've done their typical Subaru job, the 2010 Outback will outlive Methuselah and the only time you'll find a secondhand manual transmission car is at an estate sale.

If you need a very good car and you don't need flash, get the 2.5i with some frills. If you need a very good car and you want a little bit of zip, get the 3.6. Either way, you're buying a terrific piece of equipment that offers the fortitude of a bison wrapped in the appeal of a pony. And finally, you don't have to shop at Whole Foods to do it.

[Source: Autoblog]

Schumacher to return to Ferrari F1 for remainder of season

Michael Schumacher

Yesterday's rumors have been confirmed: Michael Schumacher will take Felipe Massa's place for the remainder of the 2009 Formula One season.

A Ferrari spokesperson said Schumi's return hinges on the seven-time F1 champion's ability to pass the FIA's physical (we doubt that'll be a problem) and he'll be back in full-force on August 23 at the European Grand Prix in Valencia.

Schumacher has been under the employ of Ferrari as an advisor to the team since his retirement in 2006, and although Massa is reportedly well on his way to recovering after sustaining a serious head injury at last weekend's race, Schumacher will take his place for the remaining seven races of the 2009 season.

[Source: BBC Sport]

Electric Toyota iQ to get bespoke body

Electric Toyota iQ

Earlier this year at the Detroit Auto Show, Toyota surprised the audience by showing off a fully electric version of its diminutive iQ city car called the FT-EV. According to Autocar, a production version of the EV should be on the market by 2010, which, if true, would be an impressive feat indeed. We're not sure how these plans to along with Bill Reinert's assertion that electric cars "just aren't plausible right now," but we're happy to see EV technology progressing at the automaker regardless.

Hiroki Nakajima, chief engineer for the iQ, tells the British motoring mag that the electric iQ – known internally as BEV (Battery Electric Vehicle) – will not share sheet metal with its gas-powered sibling. "We wanted to position the iQ as premium," he said, "but not so the BEV." That being the case, expect the Goldmember-style accents from the concept to be dropped in production form.

Following successful tests of the technology in its plug-in Prius fleet, the BEV will be the first production application of lithium ion batteries in a Toyota and the target range is 93 miles (150km). Charging time is quoted at eight hours, but that's surely dependent on the specific outlet serving up the charge. Power will come from one electric motor per wheel, potentially making this an all-wheel drive electric vehicle.

[Source: Autocar]

Tuesday, 28 July 2009

Review: 2010 Bentley GTC

2010 Bentley GTC

The Bentley Continental GT has been lauded and derided for being too much: too powerful, too fast, too easy, too big, too ubiquitous, and yes, too good. The convertible version, the Continental GTC, dismissed its roof but retained the excess. Now, Bentley has worked its "Speed" hocus-pocus in order to create a new variant of everyone's favorite over-the-top drop-top and Crewe's mad scientists have taken a vehicle that's already cranked to eleven and turned it up a notch or two... or three.

Doing anything to make the GTC a more engaging or – dare we say – a better vehicle, is like getting a letter from the man above telling you that Heaven is now 43% improved. Angels have bigger wings and more melodious songs, and the flowing milk and honey is now organic. What do you do with that? In the case of the GTC Speed, we felt it our duty to drive it as hard as possible – a job we're all too happy to tackle. But like that better heaven, the experience is difficult to relate.

No singular element of the hotted-up GTC is magical. Instead, it's about creating a comprehensively improved package. The Speed versions aren't merely badge jobs, they're the culmination of a methodical, holistic approach to advancement. And stylistically, the alterations are subtle – or as subtle as anything with a flying "B" can be. Some would say Bentley's Speed lineup doesn't distinguish itself enough from its non-Speed siblings, but a closer inspection reveals the details are obvious, assuming you know what to look for.

The grille is more upright and square, the lower intake is reshaped, and the mesh benefits from a slightly darker tint. If you absolutely need a chrome grille, it's yours as a no-cost option and the chrome bezels surrounding the headlamps tie it together. In back, you'll find a new rear spoiler that rises to attention during high-speed maneuvers, and below that are wider, twin-rifled exhaust tips and a black lower bumper valance. The only obvious indication that you optioned up your GTC to the hilt comes on the sill plates, which simply read "Speed." Otherwise, there's that delicious three-spoke steering wheel, drilled alloy pedals, and knurled chrome and leather shift lever.

Beneath the aesthetic details, the car has been reengineered. In fact, some of those aesthetic details assist the engineering: the revised front grille improves airflow by 14% to the 6.0-liter, twin-turbocharged W12. The engine, which is under new management, spins more freely thanks to lower friction, lighter-weight components that includes a new crankcase design, camshaft chain, pistons and connecting rods, all of which are covered with a manifold finished in crackle black.

The GTC Speed also hunkers lower by 10 mm in front and 15 mm in back on a redesigned suspension. Specific settings for the springs, dampers, and anti-roll bar were reworked for around-town comfort, and the Continuous Damping Control works to minimize the rolling of that prodigious body. The power steering has been tuned for better feedback (it's still a bit too light for our Rolex-free wrists), and actual response is meant to be enhanced by stiffer rear axle bushings.

Since the point of having more is to be able to do more with it, the GTC Speed's electronic stability program intervenes progressively, and permits more wheelspin when set on Dynamic.

Beyond the standard engineering flourishes are optional touches that, naturally, are both over-the-top and over-the-top expensive. The optional carbon ceramic brakes measure in at 16.5-inches in front, 14-inches out back. The front brakes are an inch larger than those on the Bugatti Veyron, making them the largest discs you can get on a production car. Bentley will tack on another $17,840 to the bill as larger wheels and tires are required to accommodate the upgraded stoppers. Adaptive cruise control is $3,040. A satin paint finish in light or dark gray is $32,360. And the list goes on and on...

But money isn't your concern if you're shopping for a GTC Speed. Luxury is. The Speed gets the Mulliner spec with its diamond-quilted hides, and those massaging seats feel so good that cows likely stood in line to offer up their hides. Bentley's in-dash control system is slowly creeping up on modernity, with fully-integrated iPod and Bluetooth connectivity (at a cost, mind you), but it's still not something we enjoy fiddling with. The aurally concussive, 1,100-watt Naim audio system can be heard from the mesosphere, but be forewarned: Put the wrong track on at the wrong volume, and you'll discover that the volume knob is the gatekey to blown eardrums and rattle nerves.

But obviously, the GTC Speed is more than just a faultless operating theater, a few cosmetic tweaks and a rejiggered suspension. This is a 600-horsepower convertible with 553 lb-ft of torque, capable of running to 60 mph in 4.5 seconds and on to a top speed of 200 mph with the roof up or 195 mph topless. It's the most powerful convertible Bentley has ever made, which is like NASA saying "This is the most powerful Space Shuttle we've ever made. And new for this year, you can have it in Aquamarine or Blue Crystal." But you wouldn't...

Bentley describes the GTC Speed's handling as "agile." And it is. But how the crew from Crewe manipulated the GTC's composure is compelling. Weighing in at 5,478 pounds, the Speed is just 200 pounds shy of a Toyota Landcruiser and just five inches shorter than ToMoCo's off-road titan. In order to create some semblance of handling, we can only assume Bentley kidnapped the muse Agility, strong-armed her into the car, put a well-oiled Walther PPK to her temple and said, "You'll give me everything you've got!" The result is a vehicle that's agile, but it overcomes every natural force in the world to do so.

Massive speed is a blink away. Massive braking, when the ceramic stoppers are cold, comes on even a bit too soon - herky jerky is on the menu until you've worked them in. Once they've had time to warm up and stretch out, the pedal loosens and the GTC delivers clean, linear decelerations.

Assault a corner – and it is an assault – and the GTC Speed responds like the finest English butler: everything is put on hold, including physics and maybe even reason, so it can fulfill your orders. It doesn't care that it's too big, too heavy or too plush to perform the desired maneuver. And frankly, it doesn't care that your requests could border on the immoral. This is what you have asked. And it will deliver... sir. Can you go too far? Of course. But the penalty is a mild case of understeer, and you do have the largest brakes in the world and a tsunami of torque to bring you back. And if you go too far for even that – and that's a terribly long way off – well, we wish you the best in the afterlife... but you probably deserved it.

The GTC Speed has been described as being made for "customers who demand a more focused, open-top driving experience." But let's put "more focus" in perspective: The GTC delivers even more power and poise, physics be damned. It's just as roomy, but its leather isn't diamond-stitched unless you pay extra. The GTC has new, low-friction dampers, but not the suite of engineering changes found on the GTC Speed. But as we said before: the GTC is already ludicrously, impossibly, bafflingly able.

The GTC is phenomenal. Yes, the GTC Speed is more phenomenal, but in the difference between the GTC and the GTC Speed, we're really talking slivers here. They just happen, however, to be slivers of heaven. Fittingly, that sliver will run you nearly $40,000 – the GTC Speed starts at $237,695 – but living a nasty, short, and brutish life in a cruel, cruel world, every little extra bit of heaven counts, no?

[Source: Autoblog]

Officially Official: Ferrari 458 Italia announced!

Ferrari 458 Italia
Ferrari 458 Italia
Ferrari 458 Italia
Ferrari 458 Italia
Ferrari 458 Italia

After months of speculation and spy shots, Maranello has finally revealed the mid-engined V8 replacement for the Ferrari F430. The all-new Ferrari 458 Italia won't be shown in public until September's Frankfurt Motor Show, but the official details were released early this morning. A new direct-injected 4.5-liter V8 ups the ante underhood, pumping out 562 horsepower and 398 lb-ft of torque. The redline? A screaming 9,000 rpm. Eighty percent of the F458 Italia's torque is now available at a low 3,250 rpm, thanks in all likelihood to the new engine's 12.5:1 compression ratio.

As with last year's California, the Ferrari 458 gets a seven-speed dual clutch gearbox that directs power to the rear axle. Much has been done to reduce internal friction within the new V8, in addition aerodynamic drag improvements. As a result, the Ferrari 458 Italia's gas mileage improves to a combined 17.1 mpg (US) on the EU test cycle. As this is a Ferrari, talk of fuel consumption really does seem somewhat pointless, anyway. No mention of incorporating any type of KERS hybrid system has been made thus far. The KERS idea, you'll remember, had taken several spins around the rumormill over the last year or so; maybe that'll materialize at a later date.

Like its predecessor, the Ferrari 458 Italia's aluminum structure helps keep weight under control -- it tips the scales at just 3,042 pounds dry. So, we know you're wondering: How quick is it? Based on specs at least, this new coupe does't disappoint. Acceleration to 100 km/h (62 mph) takes just 3.4 seconds, and this will be the first volume production Ferrari V8 to top the 200 mph barrier, with a top whack of 202 mph. Is it still too early to head to the airport for our flight to Frankfurt in September?

[Source: Ferrari]

ITALIA - Ferrari's innovative new V8

The 458 Italia is the latest incarnation of the mid-rear engined berlinetta and will be unveiled at the next Frankfurt Motor Show

Maranello, July 28th 2009 – While it's true that every Ferrari is innovative by definition, it's equally true that in the course of the Prancing Horse's history, certain cars have marked a genuine departure from the current range. This is very much the case with the Ferrari 458 Italia, which is a massive leap forward from the company's previous mid-rear engined sports cars.

The new model is a synthesis of style, creative flair, passion and cutting-edge technology, characteristics for which Italy as a nation is well-known. For this reason Ferrari chose to add the name of its homeland to the traditional figure representing the displacement and number of cylinders.

The Ferrari 458 Italia is a completely new car from every point of view: engine, design, aerodynamics, handling, instrumentation and ergonomics, just to name a few.

A two-seater berlinetta, the Ferrari 458 Italia, as is now traditional for all Ferrari's road-going cars, benefits hugely from the company's Formula 1 experience. This is particularly evident in the speed and precision with which the car responds to driver inputs and in the attention focused on reducing internal friction in the engine for lower fuel consumption than the F430, despite the fact that both overall displacement and power have increased. However, Ferrari's track experience makes its presence felt in the 458 Italia not only in terms of pure technological transfer but also on a more emotional level, because of the strong emphasis on creating an almost symbiotic relationship between driver and car. The 458 Italia features an innovative driving environment with a new kind of steering wheel and dashboard that is the direct result of racing practice. Once again input from Michael Schumacher - who was involved from the very start of the 458 Italia project - played an invaluable part.

The Ferrari 458 Italia's Pininfarina design provides further evidence of the complete departure from the past that this new car hails. The Ferrari 458 Italia has a compact, aerodynamic shape, underscoring the concepts of simplicity, efficiency and lightness that inspired the project. As with every Ferrari, the car's styling has been very heavily influenced by the requirements for aerodynamic efficiency, as can be seen from the downforce of 140 kg at 200km/h generated by the new model. The front features a single opening for the front grille and side air intakes, with aerodynamic sections and profiles designed to direct air to the coolant radiators and the new flat underbody. The nose also sports small aeroelastic winglets which generate downforce and, as speed rises, deform to reduce the section of the radiator inlets and cut drag.

The new 4499 cc V8 is the first Ferrari direct injection engine to be mid-rear mounted. It has a very low piston compression height typical of racing engines which contributed to achieving its compression ratio of 12.5:1. Equipped with the traditional flat-plane crankshaft, the engine delivers 570 CV at 9000 rpm and, with an outstanding power output of 127 CV/litre, sets a new benchmark not only for the whole Ferrari range and the history of company, but also for the entire market segment. Maximum torque is 540 Nm at 6000 rpm, over 80 per cent of which is available from 3250 rpm. Specific torque is a record 120 Nm/litre. However, what is truly extraordinary is the amount of torque available while still maintaining high levels of power at low revs.

The car's soundtrack is also typical Ferrari, with an exciting, powerful growl emerging from the engine before it channels through to the exhaust's three rear tailpipes.

The 458 Italia is equipped with the seven-speed dual-clutch transmission which increases performance whilst providing very smooth shifts even at full throttle. The engineers have developed specific, sportier gear ratios to match the power and torque curves of the new V8, guaranteeing high torque even at lower engine speeds and allowing the car to reach its maximum speed in top gear.

This new Ferrari is also a major leap forward when it comes to cutting emissions. Despite the fact that the new engine is significantly more powerful than the V8s that preceded it, the Ferrari 458 Italia produces just 320 g/km of CO2 and fuel consumption is 13.7 l/100 km (combined cycle), the best in the entire segment.

The engineers also focused on weight reduction during the design phase for similar reasons. Consequently, the Ferrari 458 Italia has a dry weight of 1380 kg with a power-to-weight ratio of 2.42 kg/CV. Weight distribution is also optimal with 58 per cent over the rear axle. The result of the engineers' endeavours can be summed up in to two simple statistics which together perfectly encapsulate the Ferrari 458 Italia's exceptional performance: 0-100 km/h acceleration in under 3.4 seconds and a maximum speed in excess of 325 km/h.

For the new chassis, once more in aluminium, Maranello's engineers incorporated various types of advanced alloys along with aerospace industry-derived manufacturing and bonding techniques.

With regard to vehicle dynamics, the Ferrari 458 Italia's suspension features twin wishbones at the front and a multi-link set-up at the rear tuned for maximum roadholding and superlative handling. Along with a more direct steering ratio, the 458 Italia thus offers extremely rapid turn-in and body control whilst maintaining superior ride comfort.

The integration of the E-Diff and F1-Trac (now controlled by the same ECU) and their respective mappings is even greater, resulting in a 32 per cent increase in longitudinal acceleration out of corners compared to previous models. The evolution of the control logic, with even faster and more accurate calculation of levels of grip, ensures even greater roadholding, better handling and ease of control on the limit.

The same ECU also governs the high-performance ABS, providing even more precise control over the logic threshold and greater efficiency. The brakes also feature a prefill function whereby the pistons in the callipers move the pads into contact with the discs on lift off to minimise delay in the brakes being applied. This combined with the ABS has cut the 100-0 km/h braking distance to a mere 32.5 metres.

The Ferrari 458 Italia's interior is another area of the car that exalts its sporty personality. The driver is welcomed by a new layout and a revolutionary ergonomic interface where the main controls are all clustered on the steering wheel.

With the Ferrari 458 Italia, Maranello has brought a highly distinctive new car to its 8-cylinder range. The company now offers two models that share a common, race-derived DNA, both exceptionally sporty and fun to drive in true Ferrari tradition, but aimed at two very different kinds of client. While the Ferrari California was created for owners requiring a more versatile sports car with a practical edge, the 458 Italia is designed for owners for whom the priority is uncompromising on-road performance with occasional track day capability, but who still demand a car that is useable in day-to-day driving like all Ferrari's recent models.

Ferrari 458 Italia – Technical specifications


Length 4527 mm (178.2 in.)

Width 1937 mm (76.3 in.)

Height 1213 mm (47.8 in.)

Wheelbase 2650 mm (104.3 in.)

Dry weight 1380 kg (3042 lbs)*

Weight/power ratio 2,42 kg/CV (7.16 lbs/kW)

Weight distribution fr/r 42%/58%


Type V8 – 90°

Displacement 4499 cc (274.5 cu in.)

Maximum power 570 CV (425 kW)** @ 9000 rpm

Maximum torque 540 Nm (398 lbs/ft) @ 6000 rpm

Specific power output 127 CV/l

Compression ratio 12.5:1


Front 235/35 ZR20 8.5"

Rear 295/35 ZR20 10.5"


Maximum speed >325 km/h (>202 mph)

0-100 km/h

Fuel consumption + emissions

Fuel consumption*** 13.7 l/100 km

Emissions*** 320 g CO2/km


Dual-clutch, 7-speed F1


E-Diff3, F1-Trac, high-performance ABS

* With forged wheels and Racing seats

** Including 5 CV of ram effect

*** Combined cycle (ECE+EUDC)