Mercedes-Benz CLS-Class (2012)

The Mercedes-Benz CLS-Class created a new vehicle category in 2003 by combining the elegance and expressiveness of a coupé with the comfort and functionality of a sedan. The Mercedes CLS delighted the public, astounded the competition and created a new style icon: for years the CLS has endured as the only four-door coupé in its class, and since October 2004 it has been the car of choice for around 170,000 buyers worldwide. "Customers all over the world benefited from our bold move to launch a completely new vehicle concept onto the market", explains a delighted Dr. Joachim Schmidt, member of the board of Mercedes-Benz Cars, Sales & Marketing. "And with its exciting design, the new edition of the Mercedes-Benz CLS-Class also benefits from the fact that we are a whole generation ahead of the competition with our four-door Coupé."







Celebrating its world premiere at the Paris motor show (October 2 - 17, 2010), the 2012 CLS-Class builds on the pioneering role of its predecessor with a fresh new interpretation. "The new Mercedes-Benz CLS-Class points the way forward for the future perceptible design idiom of Mercedes-Benz", explains Professor Gorden Wagener, head of design at Mercedes-Benz. "At the same time it takes its inspiration from the great tradition of stylish, refined sportiness which has always been a feature of Mercedes coupés."






Exterior: classic Coupé styling with distinctive front


The proportions remain as spectacular as ever: long hood, tightly-styled frameless side windows and a dynamic roof sweeping back at an angle towards the rear. The four-door Coupé from Mercedes-Benz immediately made its mark in 2003 as a new style icon. Though the proportions are the same, the second generation of this design trendsetter has a completely new look.







What immediately strikes the eye is the innovative front design, which is reminiscent of the Mercedes-Benz SLS AMG. Visually, the radiator grille is not integrated into the hood but formed separately. This further highlights the long, sporty hood. The grille is dominated by the large central star, which unites the car with other Mercedes-Benz coupés and also enhances brand identity. The large, elongated dark air inlets with black grilles also add to the vehicle's athletic appearance.






Design brings high-tech features to life






Another distinguishing feature comes in the form of the full LED headlamps, which are the world's first to offer all of the dynamic light functions using LED technology. This innovation boasts an impressive design - inside they are divided into three arrow-shaped layers from top to bottom: the upper layer contains an LED indicator, beneath which is a striking LED side light offers LED low beam functions. The side light can also be seen when the high beam is activated, thereby creating a unique night-time design. The lowest level of the headlamp houses the main beam and nightview functions. A total of 71 LED's provide an unmistakable appearance as well as a significantly enhanced view of the road compared with previous systems.






The typical Mercedes-Benz CLS-Class outline, with its elegantly long proportions, is the dominating attribute of the new model. The effect of the dynamic, athletic form has been enhanced with a new interplay of lines and surfaces. A unique "dropping line", which begins above the front wheel-wells and slopes downward towards the rear, represents a new interpretation of a renowned design hallmark of historic Mercedes sports cars.






A distinctive and muscular sports car-like shoulder line above the rear axle highlights the athletic character of the 2012 CLS. The flared wheel arches resemble the powerful thighs of a feline predator waiting to pounce.






The side profile is rounded off with wide wrap-around tail lights featuring LED technology - a linking element to the rear of the vehicle. The shape is emphasized by the broad shoulder line, which is clearly visible from behind and supports the flat roof. A wide metal insert adds a further visual highlight at the rear.






The interior: design brings quality to life






The interior of the 2012 Mercedes-Benz CLS-Class is also distinguished by a timeless design which combines discreet elegance with innovative details and handcrafted perfection. The eye-catching cockpit features a wrap-around dashboard sweeping from the driver's door over the instrument panel support and across to the front passenger door. The central display has also been integrated seamlessly into the upper part of the instrument panel.






The Mercedes-Benz CLS also lives up to its role as a design icon thanks to the innovative nature of the materials used, including a mixture of satin and high-gloss finishes used on the metal surfaces. Highlights also include matte galvanized air vents which ideally compliment a high-gloss-trimmed analogue clock.






Handcrafted perfection is reflected in details such as the stitched seat covers and dashboard. The individual parts of the leather dashboard are sewn together by hand in a process which takes several hours, after which they are fitted and upholstered with high-quality padding. Prior to this process, the leather is also heated to preshrink it, so that it will retain its shape even after extreme exposure to direct sunlight.






Around four animal skins are processed for each CLS. The particularly exclusive 1.6-millimetre thick semi-aniline premium leather meets the highest standards of both look and feel. The natural pore structure remains intact thanks to a light pigmentation, and the leather has an especially warm and soft feel to it. Premium leather requires a very precise manual selection process and therefore a high amount of raw leather.






The refined interior of the Mercedes-Benz CLS-Class is further reflected in the generous use of high-quality trim elements, located on the instrument panels, center console and door linings. Customers can choose between high-gloss brown burl walnut or high-gloss black ash. The wood has been perfectly fitted around difficult contours for a masterful handcrafted finish, and the wood trim has been matched according to grain as part of an sophisticated selection process to create a consistent overall impression.






For an even more progressive look, black piano lacquer or carbon fiber trim elements are also available. Handcrafted as well, up to seven layers are applied and polished for the piano lacquer trim until the high-gloss finish is achieved.

Audi R8 GT (2011)

Now even more powerful, lighter and faster: Audi presents the Audi R8 GT - a limited-production version of the Audi R8 high-performance sports car. The output of its 5.2-liter V10 has been increased to 412 kW (560 hp); vehicle weight has been reduced by roughly 100 kilograms (220.46 lb). The Audi R8 GT accelerates from zero to 100 km/h (62.14 mph) in 3.6 seconds and reaches a top speed of 320 km/h (198.84 mph).







The R8 high-performance sports car has been a winner from the very beginning. This applies to both the production models, winners of the "World Performance Car" Award in 2008 (R8) and in 2010 (R8 V10), and to the race car, the R8 LMS, which won 23 races in its first season and claimed three championships. The genes of the race version are now coming to the street - in the Audi R8 GT. The exclusive series is limited to 333 units. Each Audi R8 GT has a badge with its production number on the shift lever knob.






Consistent use of lightweight construction: 100 kilograms (220.46 lb) trimmed






The production Audi R8 V10 5.2 FSI quattro is already a shining example of the Audi's lightweight construction philosophy. Its aluminum Audi Space Frame (ASF) body weighs only 210 kilograms (462.97 lb). The aluminum body panels are joined to the frame of extruded profiles and cast nodes by means of positive and friction connections. The engine frame is made of ultra lightweight magnesium.

The ASF body is largely hand-built at the Neckarsulm plant in a complex manufacturing process. The extremely high strength of the body is the basis for the high-performance sports car's precise handling, and it also offers good vibration comfort and first-rate crash safety.







Thanks to the ASF body, the production R8 5.2 FSI quattro weighs only 1,625 kilograms (3,582.51 lb) - with quattro permanent all-wheel drive and optional R tronic transmission. This made it all the more difficult for the engineers to once again achieve substantial weight savings. They took an elaborate approach involving every aspect of the vehicle, and in the end the scales came to rest at 1,525 kilograms (3,362.05 lb).






The windshield of the Audi R8 GT is made of thinner glass; the bulkhead between the passenger cell and engine compartment, as well as the window in the rear hatch are made of strong, lightweight polycarbonate. These three modifications saved nine kilograms (19.84 lb). The fixed rear wing is good for an additional 1.2 kilograms (2.65 lb); thinner sheet metal and additional cutouts shaved 2.6 kilograms (5.73 lb) from the aluminum hatch over the 100 liter (3.53 cu ft) luggage compartment at the front of the car.






The long rear hatch is made of carbon fiber-reinforced plastic (CFRP) - an advantage of 6.6 kilograms (14.55 lb). The rear bumper and the sideblades of this same material save an additional 5.2 and 1.5 kilograms (11.46 and 3.31 lb), respectively. With its minimal weight and extremely high strength, CFRP is the ideal material for a high-performance sports car, and Audi has broad-based expertise in its use.






The engineers also fought to shave every possible gram of weight from the technical components of R8. They shaved one kilogram (2.20 lb) from the power brake system, four kilograms (8.82 lb) from the aluminum caps of the brake discs and 9.4 kilograms (20.72 lb) from the battery. The engineers also found 2.3 kilograms (5.07 lb) in the air intake module and 2.8 kilograms (6.17 lb) in the insulation of the engine compartment.






The interior also harbored substantial weight-savings potential. The new, lightweight carpeting accounts for 7.9 kilograms (17.42 lb); the bucket seats with a chassis of glass-reinforced plastic (GRP) account for 31.5 kilograms (69.45 lb). Numerous additional detailed measures targeted the interior, the exterior and the technology, such as higher-grade, lighter steel for the exhaust system's tailpipes.






Even sharper and more effective: the design






The design of the Audi R8 GT is the expression of concentrated power - a beautiful, technical sculpture measuring 4.43 meters (14.53 ft) long, 1.93 meters (6.33 ft) wide and only 1.24 meters (4.04 ft) high. The exterior underwent numerous modifications that further sharpened the appearance. Many of them also reduce the weight and enhance the aerodynamics. The Audi R8 GT produces even more downforce when driven fast than the production model - without any increase in the Cd value (0.36) or frontal area (1.99 m2) (21.42 sq ft).






The frame of the single-frame grille, its struts and the slats in the air intakes are finished in matt titanium gray; the grille is painted matt black. The splitter under the bumper has a double lip and is made of carbon. Slender, curved flics at the corners of the nose increase the downforce on the front axle and are also made of a carbon fiber composite.






One highlight of the Audi R8 GT are the standard LED headlights, which use light-emitting diodes for all functions. They produce bright, homogeneous light, have a long service life and low energy consumption. The headlights also have an attractive and distinctive appearance. The daytime running lights each comprise 24 LEDs and appear as a continuous band. The reflectors are reminiscent of open mussel shells.






The defining element of the side view are the sideblades, which direct air to the engine and in the Audi R8 GT are also made of matte carbon. The same material is used for the reduced-size housing of the side mirrors, which are mounted on an aluminum base. The 19-inch wheels feature an exclusive five twin-spoke Y design in a titanium-look finish. The front fenders sport "GT" badges.






The modifications to the rear of the car are particularly apparent, beginning with the fixed wing of matte carbon. The ventilation louvers on both sides of the rear hatch and the CFRP bumper, which integrates the large, round tailpipes and vents for the wheel wells, have been redesigned. The larger diffuser is made of carbon fiber composite; the license plate bezel and the wide slats at the rear are in matte titanium gray. The tail lights, which also use LED technology, have dark housings with panes of clear glass.






Audi offers the R8 GT in a choice of four body colors: Samoa Orange metallic, Suzuka Gray metallic, Ice Silver metallic and Phantom Black pearl effect.






Breathtakingly powerful: the 412 kW (560 hp) 5.2 FSI






The modified V10, whose cylinder head covers are painted red, gives the Audi R8 GT breathtaking performance. The R8 GT sprints from a standing start to highway speed in 3.6 seconds, and from zero to 200 km/h (124.27 mph) in 10.8 seconds. And the thrust does not let up until the top speed of 320 km/h (198.84 mph) is reached.






Changes to the engine electronics coaxed an additional 26 kW from the ten-cylinder, which now produces 412 kW (560 hp) from a displacement of 5,204 cc. The torque curve peaks at 540 Nm (398.28 lb-ft) at 6,500 rpm, 10 Nm (7.38 lb-ft) more than in the production version. The V10 has a specific power output of 79.2 kW (107.6 hp) per liter displacement. Its power-to-weight ratio is 3.70 kilograms (8.16 lb) per kW or 2.72 kilograms (6.00 lb) per hp. The engine redlines at 8,700 rpm.






The long-stroke engine (bore x stroke 84.5 x 92.8 millimeters [3.33 x 3.65 in]), which is hand-built at the factory in Györ, Hungary, features a crankcase made of a aluminum-silicon alloy that is both lightweight and very strong. A bedplate - a frame for the crankshaft bearing bridges - further enhances its rigidity. The complete engine weighs only 258 kilograms (568.79 lb). It is characterized by a cylinder angle of 90 degrees and dry-sump lubrication, which uses a highly efficient oil pump module. Both solutions lower the center of gravity and thus improve driving dynamics.






The crankshaft is designed as a common pin shaft. The connecting rods of the opposing pistons engage a common crankpin, resulting in alternating firing intervals of 54 and 90 degrees. This unique rhythm gives the V10 its fascinating sound - a grand, technical music very much like that in racing. Two flaps in the exhaust system modulate its volume and tone as a function of load and engine speed.






The normally aspirated engine consumes an average of 13.7 liters of fuel per 100 km (17.17 US mpg) - very good fuel economy given the tremendous power. The FSI gasoline direct injection system injects the fuel into the combustion chambers at up to 120 bar of pressure. The turbulent mixture cools the cylinder walls, enabling a compression ratio of 12.5:1. A variable intake manifold and the continuous adjustment of the chain-driven camshafts ensure that the combustion chambers are fully filled. Flaps in the intake ports facilitate the formation of the mixture by inducing a tumbling motion in the inflowing air.






The drivetrain: uncompromising traction






Gear changes in the Audi R8 GT are handled by the R tronic sequential manual transmission. The electrohydraulic clutch and switching unit receive their commands electronically. It changes its six gears much faster than a skilled driver could - within a tenth of a second at high load and engine speed.






The electronic management system offers an automatic mode with the Sport and Normal characteristics, and two manual levels. It is controlled using the short gear selector lever on the center tunnel and two paddles on the steering wheel. Maximum thrust when starting is ensured by Launch Control - a program that manages full acceleration with high engine speed and minimum wheel slip when starting.






quattro permanent all-wheel drive is the ideal technology for a high-performance sports car. The central viscous coupling located at the front differential sends 15 percent of the power to the front axle and 85 percent to the rear axle during normal driving. This split harmonizes perfectly with the Audi R8 GT's 43:57 percent weight distribution. The coupling sends as much as 30 percent of the power to the front wheels within milliseconds, if necessary. A mechanical locking differential at the rear axle further improves traction. It provides up to 25 percent lockup when accelerating and up to 40 percent on the overrun.






Chassis even tauter and more precise






The Audi R8 GT high-performance sports car is a driving machine with breathtaking lateral acceleration and lightning-fast, nearly instantaneous reactions. Its engine is mid-mounted close to the vertical axis; its mass is almost negligible during fast direction changes. The Audi R8 GT is dynamic, precise and stable in almost every situation.






The chassis follows the classic racing design - double wishbones made of aluminum locate the wheels. The hydraulic, power-assisted rack-and-pinion steering has a direct 16.3:1 ratio and connects the driver closely and precisely with the road. A manually adjustable coilover suspension, which lowers the body by as much as 10 millimeters (0.39 in), is standard. Higher front and rear wheel camber rates make the handling a tick more agile than with the standard model.






The 19-inch forged wheels are 8.5 J x 19 up front and 11 J x 19 at the rear, and are shod with size 235/35 and 295/30 tires, respectively. Audi will mount 305/30 tires together with optional wheels on the rear axle upon request. Cup tires, which offer the ultimate in performance on dry roads, are available for racing enthusiasts.






Audi mounts internally ventilated, carbon fiber ceramic brake disks standard. They are extremely durable and abrasion-resistant as well as particularly lightweight. Together they weigh nine kilograms (19.84 lb) less than their steel counterparts of the same size. They measure 380 millimeters (14.96 in) in diameter up front and 356 millimeters (14.02 in) at the rear. The friction rings are bolted to the stainless steel caps via elastic elements. Red anodized aluminum brake calipers - with six pistons up front - are exclusive to the Audi R8 GT.






The ESP stabilization program has been specially tuned to the Audi R8 GT and can be switched into a Sport mode at the push of a button to allow spectacular, but safe, oversteer when accelerating out of a corner. The driver can deactivate the system entirely for a trip to the race track.






Exclusive and dynamic: interior and equipment






At Audi, reducing weight means increasing performance and efficiency, but not sacrifice. The Audi R8 GT, which Audi sells in Germany for €193,000, comes with an automatic climate control system and power windows, a navigation system with MMI operating logic and a powerful sound system. A 465 watt, ten-channel Bang & Olufsen sound system, a CD changer and the Audi Music Interface are available as options. As always with Audi, the interior shows loving attention to detail. Rich materials spoil the occupants with a fine look and feel.






The ergonomic interior is adorned in sporty black and dark gray. The steering wheel, the headliner, the roof posts, the knee pad, the parking brake lever and the bucket seats are covered with Alcantara accented with contrasting stitching. A synthetic sharkskin-look material that feels slightly rough to the touch is applied to the bulkhead, the door liners, the instrument cowl and the dashboard. The "monoposto" - the arch in the cockpit - is made of matt carbon.






The instrument cluster features white dials with "R8 GT" badges. The newly designed selector lever is made of CFRP and aluminum; the center tunnel and the door liners sport decorative inlays in the body color. The door sills feature trims of matt aluminum decorated with the "R8 GT" logo.






A number of exclusive features are available as options for the Audi R8 GT. Exterior options include two alternative wheels, a body-color front splitter and a CFRP engine compartment lining. Carbon elements on the doors, the tunnel, in the cockpit and on the instrument panel are available as interior options. Others include a multifunction leather steering wheel, seat belts in red, orange or gray, floor mats with the "R8 GT" logo and CFRP door sill trims illuminated in red. If desired, Audi will fit seats with carbon frames, which are somewhat lighter than the CFRP shells. The Alcantara seat covers are optionally available with an embroidered "R8 GT" logo.






A race package is available for racing enthusiasts. It includes a bolt-in roll bar in red or black, which has both road and type approval, as well as road-approved four-point belts in red or black, a fire extinguisher and a kill switch for the battery. An optional front bar module for motorsports evens includes a rotary lock for the four-point seatbelt and turns the roll bar into a full cage. Buyers looking for more comfort and convenience can choose cell phone preparation with an innovative belt microphone. Audi also offers a full leather package, control elements in leather with contrasting stitching and a cruise control system as options. The parking aid is included with the standard equipment.

How do you amp up a performance car package as complete as the new 2012 Ford Mustang Boss 302 - already a street-legal race car in its own right? Pull out everything that doesn't make it go faster and add in more of what does. The result is the limited-production Ford Mustang Boss 302 Laguna Seca package - the ultimate 2012 Boss, named to commemorate the first-place Boss 302 finish at the 1970 Trans-Am series opener.







"The Ford Mustang Boss 302 Laguna Seca puts a race-ready version of the new Ford Mustang Boss 302 directly into enthusiasts' hands," said Mark Fields, Ford president of The Americas. "Laguna Seca isn't intended for Boss buyers who simply want an exhilarating daily driver. Think of it like a factory-built race car, which we hope avid racers and track-day fans are going to love."






Ford Mustang Boss 302 Laguna Seca builds on the bumper-to-bumper improvements found on the standard Boss while further stiffening the chassis and installing an aerodynamics package carried over almost in its entirety from the Ford Racing Boss 302R.






"Drivers who know how to get the most from a tuned race car on a closed course are going to be amazed by what the Laguna Seca is capable of," said Derrick Kuzak, group vice president, Global Product Development. "The balance, agility and tuning of each vehicle system places the driver at the center of the machine, completely connected to everything the car is doing."


Chassis enhancements







Ford Mustang Boss 302 Laguna Seca cars are powered by the same smooth, high-winding 440-hp 5.0-liter V8 as the standard Boss, since the engine was already tuned specifically for road racing. Instead, engineers turned their attention toward delivering power to the ground most efficiently, and getting the car around a track in the quickest possible time.






"When we built the Boss, we had to step back and ask ourselves 'How do we improve on this?'" said David Pericak, Ford Mustang chief engineer. "That car is so strong we realized the Laguna Seca package was going to have to be just a fraction of a step back from the Ford Racing 302R to top it. So we went back and threw daily-driver practicality out the window, cut some things we couldn't cut on the volume model, like the back seat, and built it the way we would set up a production Boss for pure competition."






Ford Mustang Boss 302 Laguna Seca cars eliminate the rear seats, instead adding a cross-car X-brace that couples the structure between the rear wheels. The brace offers chassis stiffness improvements of as much as 10 percent and allows the suspension tuning - precisely calibrated by Mustang team members - to better do its job.






Standard Recaro front seats were designed by Ford SVT in cooperation with Recaro for high performance Mustang models, and are shared between the Boss and GT500. An Alcantara-covered race steering wheel provides a solid grip for hard cornering.






Engine power routes through a six-speed close-ratio manual gearbox to a standard 3.73-ratio Torsen limited-slip differential, helping the revised rear suspension deliver maximum torque and traction under the punishing conditions encountered on the track.






Higher spring rates and a larger rear stabilizer bar - all upgraded over Boss specifications - help generate unrelenting grip. And drivers can dial in exactly the level of shock stiffness a particular track requires using the four standard, independently adjustable dampers with Laguna Seca-specific valving.






The final touch for a proper race car was to add the proper wheels and tires: Ford Mustang Boss 302 Laguna Seca models use lightweight 19-inch alloy racing wheels in staggered widths: 9 inches in front, 10 inches in the rear. R-compound ultra-high-performance tires, 255/40ZR-19 in the front, 285/35ZR-19 in the rear, maintain contact with the pavement - a job that ended up being trickier than expected.






"The R-compound tires on the Laguna Seca are so sticky we had to really work on the rear suspension tuning to make sure drivers can get the most out of them," explains Pericak. "The rear stabilizer bar is the largest we've ever installed on a production Mustang - including any SVT product. The rear spring rate was also maximized to work with the massive rear tires and balance the car for minimal lap times."






While standard Ford Mustang Boss 302 cars get vented brake dust shields to help cool the rotors, Laguna Seca models receive Ford Racing front brake ducts that force outside air directly onto the 14-inch vented front rotors, helping to eliminate brake fade and ensure hard, repeatable late braking on the track. Combined, the braking changes help refine the sense for drivers of being directly connected to the pads - an essential edge during car-to-car combat on a road course.






Added up, the further improvements to Ford Mustang Boss 302 Laguna Seca result in the best-handling Mustang ever, with more than 1.03 g of lateral acceleration, stopping distances shortened by three feet from 60 mph over Boss, 0-60 acceleration improvements of one tenth of a second, and an overall expected lap time improvement of one to two seconds over the standard Boss on a typical road course.






Styling evokes racing, improves aerodynamics






As a race car should, Ford Mustang Boss 302 models with the Laguna Seca package look like nothing else on the road. A bright red C-stripe offsets either Black or Ingot Silver paint, and is complemented by a red roof panel. Red also sets off the front grille, mirror caps and rear pedestal spoiler, while Laguna Seca rear badging and unique two-tone red and silver wheels complete the transformation.






Adding both to appearance and aerodynamics, an aggressive front splitter for track use adds downforce at the front of the car, while helping channel air under and around the car. At the same time, air impacting the front end is funneled into the radiator and brake ducts, supporting cooling even under grueling race conditions.






"The Ford Mustang Boss 302 Laguna Seca front splitter is really a Ford Racing piece we've lightly adapted for our purposes," explains Pericak. "It's been tested and refined for the last six months on the Boss 302R to perform exactly as required on the track; we just made a few changes so it could be adapted to the production Boss - though owners will still want to avoid speed bumps and parking blocks."






At the back, a large rear spoiler is sized to exactly complement the effect provided by the front splitter and underbody aero treatments, with the combination adding as much as 90 pounds of downforce at 140 mph.






"Balance is the key on Boss, and even more so on Laguna Seca," said Pericak. "A winning race car has to do everything well, and we've had the ability to test all the engineering that went into Boss Laguna Seca on the Ford Racing 302R. It's not for everyone: It's stiffer, there's no back seat, and the aero package is designed for downforce, not speed bumps in the mall parking lot. But for hard-core Mustang racers who want something they can occasionally drive on the street, to shows or whatever, Ford Mustang Boss 302 Laguna Seca is the car they've been waiting for, and they're not going to be disappointed.

Dodge Durango (2011)

Dodge is jumping back into the sport utility (SUV) segment with the 2011 Dodge Durango, a three-row vehicle spacious enough to carry the entire crew and performance-tuned to thrill anyone who truly loves to drive. Dodge Durango will lead the Dodge brand's new product onslaught for 2011.







From its sleek exterior design to its modern, spacious interior, and intelligent, fuel-efficient and powerful powertrain options, the 2011 Dodge Durango is all-new from the inside out. And the changes are more than skin deep. The Dodge Durango's stiffened unibody structure is engineered with the driving enthusiast in mind. The end result is a vehicle that delivers premium driving performance combined with SUV capability and crossover versatility.






The all-new Dodge Durango features two engine options: the standard fuel-efficient 3.6-liter Pentastar V-6 engine and the available 5.7-liter HEMI engine with fuel-saving, Multi-displacement system (MDS) four-cylinder mode. Both engines feature variable-valve timing (VVT) and are available with all-wheel drive. In addition to great efficiency, the engines provide exceptional V-6 and V-8 towing capability with standard trailer sway control (V-8 - 7,400 lbs. and Best-in-class V-6 - 6,200 lbs.). When equipped with the HEMI® V-8, the all-new Dodge Durango can tow more weight than a 24-foot boat and trailer.






The Dodge Durango's all-new interior is a surprise owners always deserved but never expected. Created by the same interior design studio that designed the much-lauded interior in the Ram trucks and the all-new Jeep Grand Cherokee, the Dodge Durango's luxurious interior materials and thoughtful touches will make owners and their crews want to jump in, hunker down and thoroughly enjoy even the longest drive. Everywhere they touch, Dodge Durango passengers will feel materials that are refined and soft to the touch. Not only is it a pleasure to behold, it is extremely functional and gives owners a first-class experience, regardless of the trim level. Dodge Durango's interior is also extremely comfortable for all three rows of passengers, and there's a surprising amount of interior flexibility. With 22 different seating configurations, there's plenty of room to store and move plenty of people and their gear.






The all-new 2011 Dodge Durango also offers consumers 45 safety and security features, including standard front seat-mounted side air bags and standard side-curtain air bags that cover passengers in all three rows, as well as all-new standard active head restraints. Electronic Stability Control also is standard. Other available safety and security technologies include Blind-spot Monitoring, Rear Cross Path detection, Forward Collision Warning, Adaptive Cruise Control and Keyless Enter-n' Go.






The best part is, consumers will get all of the all-new Dodge Durango's capability, functionality and flexibility and still get excellent fuel efficiency. In fact, drivers can go more than 500 miles, that's the distance from San Diego to San Francisco or from Detroit to New York City, without having to stop for fuel.






Built at the Jefferson North Assembly Plant in Detroit, Mich., the new 2011 Dodge Durango arrives in showrooms in the fourth quarter of 2010.

Chevrolet Cruze Hatchback (2012)

The story of the Chevrolet Cruze goes from strength to strength with the latest chapter heralding the launch of a new Chevrolet Cruze hatchback model, further evidence of Chevrolet's intention to bring value for money to all mainstream segments in Europe.







A show car version of Chevrolet's compact contender will be seen for the first time at the 2010 Paris Motor Show, on September 30. It will be one of four world Chevrolet premieres at the show.






With the introduction of the new Chevrolet Cruze hatchback, customers have an alternative body style to the traditional sedan and Chevrolet has raised the bar again with a vehicle that brings new levels of value against some of the more established competition.






According to Wayne Brannon, president and managing director of Chevrolet Europe, the potential for meeting further customer demand is significant. "Cruze is turning out to be a real success story. We are selling it in 70 countries around the world and it has recently surpassed the Aveo as our top selling passenger car nameplate globally.






"Hatchbacks play a critical role in many markets. The total compact segment in Europe represents around 4.8 million units which is over a quarter of the total market, with hatchbacks representing around 65% of that volume. We therefore expect to see increased business in a number of regions, while sending out a signal that Chevrolet is now a serious mainstream player in Europe."






Since its launch in the spring 2009, the Chevrolet Cruze sedan has been warmly welcomed by markets all over the world, greeted as a step change for the brand with customers attracted to its coupe style, build quality, 5-star NCAP rating and driving dynamics. It was also elected the AUTOBEST car of 2010 by a jury of leading auto writers in Central and Eastern Europe.






The Chevrolet Cruze is a car particularly well suited to European driver tastes, a fact borne out by sales success across many of markets. So far in 2010, Chevrolet Cruze tops the compact sedan sales charts in many of the larger European markets including Denmark, Germany, Switzerland, Italy, Spain, Portugal and the U.K., where it is exceeding forecasted sales.






Outside of Europe, Chevrolet Cruze's sales momentum is equally evident. In China alone, Chevrolet has sold nearly 90,000 Cruze since the start of the year, while the sedan is also selling well in Russia, parts of South America, and in India and other emerging markets.






Hatchback design






With its attractive sweeping coupe roofline and short overhangs at both the front and rear, the new Chevrolet Cruze hatchback has the same dynamic 'stance' as the sedan and will be instantly recognizable. It will benefit too from the same taut body 'feel' on the road, being built using the new body-frame integral system (BFI) which is complemented by the final tuning to chassis components. The BFI system results in high levels of stability and solidity.






Cargo capacity for the Chevrolet Cruze hatchback is close to 400 liters and will feature 60/40 split rear seating.






Chevrolet's participation in the World Touring Car Championship with the Chevrolet Cruze is also currently paying great dividends. With four races left in the season, it currently leads both the drivers' and team championships while also showcasing the dynamic qualities of the car to great effect.






The new Chevrolet Cruze 5-door hatchback will go on sale across Europe mid 2011 with prices announced nearer the launch date.

2011 BMW Z4 sDrive35is Review – The perfect solo getaway car

Pros :

Awesome acceleration in Sport+ mode


Lenient traction control that allows a little cornering fun


Retractable drop top cool factor


No room for baby

Cons :

Tight luggage room with top down


Improved styling still lacking in some ways


Marathon name – takes forever to say but you want to make sure everyone knows it’s not just the pedestrian Z4 sDrive30i because you spent $15k more

I have come to expect family-friendly test cars from my editor lately now that I have a baby and diaper changing has become a fact of life, so when the Z4 sDrive35is (Warning: I will make every effort to call the car by its full name throughout this review, BMW Marketing guys would be proud) showed up instead of the BMW 550is Gran Turismo, I was, shall we say, pleasantly surprised. It was most unfortunate that the two-seater is not so useful in carrying the entire family around, so our weekend plans of driving the wife, the baby, and the mother-in –law around town visiting other parents with babies and mother-in-laws had to be postponed. Bummer, I was so looking forward to it too. But hey, duty calls, I must test drive the Bimmer this weekend. “What, hon? Oh no, the baby seat can’t go in the front seat, so you will have to drive the baby separately in your Passat. And yeah, the trunk is useless on the Z4, so I won’t be able to pick up milk on the way home either. You want me to do what? I’m sorry, hon, I can’t hear you with the top down, there’s too much wind noise, I’ll have to call you back later.”

Driving Impressions :


The 335 HP and 332 lb.-ft. of torque from the bi-turbo 3.0 liter in-line 6 is no joke. The Z4 sDrive35is is capable of 0-60 in less than 4.8 seconds. And you definitely feel it too. The acceleration G force actually pins you back against the seat as you engage the Sport+ mode (higher shift points for the 7-speed dual clutch automatic and turns off traction control) and sink that accelerator. There’s no noticeable turbo lag, thanks to the twin turbo set up that covers almost the entire rev range. You’re at the next stop light before you can say, “fahrvergnügen.”

The coolest part about driving the Z4 sDrive35is (tired of reading this long-derriere name yet? I’m tired of even just copying and pasting it) is actually rounding corners. The fact that your derriere is sitting right on top of the rear axle definitely helps. But the fact that the BMW engineers tuned the Dynamic Traction Control (DTC) just so that you get to kick out the rear of the car out just enough around the corner is simply awesome. It even flashes the traction control warning light on the dash at you a few times just to prove that the DTC has given you some leniency to have some German-controlled fun.

Build Quality :


The Z4 sDrive35is feels like a German-engineered and built car. Probably because it is, unlike the first gen Z4, which was manufactured in Spartanburg, North Carolina. The materials all feel expensive and the panels fit really nicely. All the interior controls feel rich to the touch and the Aluminum Carbon Shadow trim (aluminum with a carbon fiber weave pattern) panels provide a nice way to light up the small cabin. There’s no noticeable creak while driving, but that’s probably because I had the top down pretty much the entire time. But seriously, the body felt really solid despite the fact that it’s got no roof over your head most of the time. Of course with the fully-automated folding hard top up, the Z4 sDrive35is feels as solid and quiet (enough) as a coupe. The folding hard top is a joy to watch, I spent a lot of time in the garage just putting it up and down using the remote control. I should’ve video-taped it now that I think about it. That way I can watch it over and over again.

Interior Comfort and Ergonomics :


First of all, if you bought this two-seater roadster, you’re not exactly optimizing for interior comfort. The cabin on the Z4 is not big by any means, but surprisingly offers a mile of leg room if you push the seats all the way back. I’m not tall by any means (5’11”) but I think fitting in a 6-footer would not be a tall order (pun intended). The tester Z4 sDrive35is does not have power seats, but there are enough manual levers to adjust the seats a million different ways. The lumbar support, thankfully, is electronically controlled via a handy button placed near the front of the seat.

Our tester does not have iDrive or navigation, which simplifies the controls a lot. The paddle shifters take a little getting used to, because I’m used to the usual set-up with right paddle upshift, left paddle downshift instead of the both-paddle pull upshift and push downshift design.

The climate control buttons are nicely laid out and easy to learn and use. I hate the cruise control lever on Bimmers. I hit it every time I want to use the turn signals. Everything else works well and the seats, as mentioned before, can be adjusted to fit just about any body type. All this said, however, the Z4 sDrive35is is not the car you want to take on that road trip to the Grand Canyon this summer.

Performance :


Exhilarating! Someone from my office actually said that after riding in the Z4 sDrive35is to lunch one day. Indeed, the Z4 sDrive35is is one of the fastest cars I’ve driven and I guess the double-clutch 7 speed automatic transmission beats my manual shifting speeds. Putting the car in Sport+ mode gives you much higher shift points than the standard mode. The twin-turbo 3.0 liter in-line 6 pumps out 335 horses at 5900 RPM, but 332 lb-ft of torque at 1500 RPM. That results in the sudden jolt you feel as you floor the gas pedal in Sport+ mode. Plus the Z4 sDrive35is benefits from an additional 37 lb-ft of temporary torque delivered with a standard overboost function. How do you unlock this extra torque, you ask? By flooring the gas pedal, of course! It’s smart enough to know that if you’re flooring it, you probably need the extra boost. It reminds me of the “turbo boost” K.I.T.T. had in Knight Rider. Highway acceleration is also good, I went easily from 65 to 85 when I needed to pass up some drivers who don’t know their gas pedal from their brake pedal.

Handling :

As I mentioned previously, cornering in the Z4 sDrive35is is lots of fun. With its adaptive M suspension and Dynamic Stability Control with a whole slew of features like Brake Fade Compensation and Start-off Assistant, the Z4 sDrive35is sticks to the road like glue. I must admit, though, that most of the time when I drove the car I was in Sport+ mode with the traction control turned off. Doing so will give you more of a go cart experience which, needless to say, offers you a much more rewarding driving experience. But don’t be too worried, this is a German car after all, and the computers are ALWAYS on, even if you think it’s off. The traction control still kicks in when necessary so stupid test drivers don’t wrap themselves around a light pole. Maybe that’s why BMW chose to use a bright red Z4 sDrive35is for the tester, so these auto journalists are a little more careful on the road.

Styling :


I liked the styling of the original Z3 back in the day, it had a sort of retro feel to it with the 507-ish side vents and the lines were fairly clean. Then along came the first gen Z4 with the then-standard BMW flame surface styling. Hideous. I’m glad BMW got some of their sense back and went more conservative and reasonable with the second gen design. It’s still no looker, with too much front overhang and non-descript headlights. The rear deck looks good, with 6 series-like taillights but much smoother looking. They’re much better than the weird first-gen tail lights. The folding hardtop looks quite good in place, the car can pass for a coupe, no problem. It also folds nicely out of the way for a clean drop top look. The optional 19” alloy V-spoke wheels give the tester Z4 sDrive35is an aggressive stance.

Value :

At $64,225 with options like keyless entry, heated seats, iPod adapter and satellite radio, the Z4 sDrive35is is certainly not cheap. It costs over $15,000 more than the standard Z4 sDrive30i but it’s hard to tell the difference from the outside. Not everyone will notice the subtle M markings on the car or the 35is marking on the sides. But you wouldn’t buy this car just so people will notice, right? You bought it for the performance, of course.

So can you get another two-seater roadster with similar performance at similar prices? Actually, yes, there are a few options out there. There’s the Mercedes-Benz SLK350 that starts at $53,300 and offers almost as much performance with 300 hp. The SLK55 AMG MSRPs for $66,650 and offers you the insane 5.5L V8 with 355 hp and 376 lb-ft of torque, although it’s 0.1 sec slower to 60. But at least when you see the AMG, you know it’s an AMG. The most interesting comparison is the 2011 Porsche Boxster Spyder PDK(Porsche Doppelkupplung, or dual-clutch automatic), which MSRPs at $64,620 and offers almost identical performance numbers as the Z4 sDrive35is. It definitely looks markedly different than the more pedestrian Porsche Boxster S, and is a mid-engined sports car. In other words, the Z4 sDrive35is has competition that is serious and does not a great value make.

Who should buy it?


The styling is what sets the Z4 sDrive35is apart from the other German competitors. The SLK looks like a midget with a nose that’s supposed to resemble a jet airplane intake. The Porsche Boxster Spyder is a mid-engined sports coupe with a soft drop top. The Z4 sDrive35is is the only one with the traditional short backend, long-nose phallic shape and not overly raked windscreen. So if you’re more nostalgic and love to say you drive a “Bimmer,” the Z4 sDrive35is is for you.

Conclusion :

The Z4 sDrive35is was a breath of fresh air into my diaper-soaked life. It is very fast and fun in the corners, and I actually really enjoyed the open air with the top down. I had the throttle fully open almost the entire time I was in the car, and the experience was definitely memorable. At over $61,000, though, the Z4 sDrive35is faces a lot of formidable competition. But it definitely wins the longest name award.

Audi Partners With Google Earth For The Best Navigation System

2011 Audi A8 to Feature Built-in Google Earth, Maps, and Local Search

The all-new 2011 Audi A8 incorporates more technological advances and wizardry than a Boeing 787. Highlights include an aluminum Audi Space Frame (ASF) that is 40% lighter and 25% stiffer than a comparable chassis made of steel and Audi’s pre-sense safety system for avoiding accidents and for minimizing their consequences. One technological highlight that is immediately appreciated by anyone seated in the redesigned A8 flagship is Audi’s fifth generation Multi-Media Interface (MMI) with a touchpad and navigation system, using the same embedded Google Earth application used in the iPhone and Droid, only adapted into an automotive application. This is the first time ever Google Maps has been incorporated into a car.

Not surprising, Audi and Google have teamed up to have Google Earth pre-installed into the 2011 A8. Previewed at this year’s CES, the completed system won the award for Best Embedded Telematics Navigation Product at the 2010 Telematics conference in Detroit.

Since Google Earth’s bird’s-eye views of our planet require a connection to the Interweb, the A8 includes a 3G high-speed cellular data connection to download the images. The Internet connection also allows drivers to turn the luxury sedan into a rolling Wi-Fi hotspot. Passengers can simultaneously access the Internet through the car’s integrated WLAN module and via UMTS, using up to eight terminal devices such as laptops, Apple iPads or netbooks. You either drop your SIM card into the car’s on-board system or pair your phone with it via Bluetooth, and then share wireless Internet access with up to eight Wi-Fi-enabled devices at speeds up to 7.2 mbps. Taking advantage of the NVIDIA graphics processor in the A8′s navigation system, along with the car’s 3G data connection, drivers can see their destinations and surroundings in rich topographical clarity.

The A8’s MMI Plus system incorporates Google Maps and Local Search, plus the ability to link it all with your desktop computer. To save time, you can simply search for an address on your computer and send it to the car; when you start driving, the car will know where to go.

The Google Earth feature goes beyond downloading Google Maps destinations to your car. Snuggled right into the 8 inch high resolution LCD screen in the car, the Google Earth application lets lucky owners look at 3D satellite imagery, terrain information, and even additional info layers such as Wikipedia articles or Panoramio images related to a certain location. Live traffic data is downloaded from Sirius satellites.

Audi has also introduced fuzzy search for finding points of interest, something long missing from navigation systems. Instead of typing a specific name for a business, the A8 uses Google Local Search to find businesses and other locations based on general search terms. Google says because information is continually updated online, information on points of interest, such as hotels and restaurants, should be more accurate.

Don’t expect Google Street view to be available anytime soon. Storage requirements are too demanding even for the system’s 60 GB internal hard disk drive. According to Audi 30 GB is dedicated to the Google Maps navigation application while the the remaining disk space is allocated for music storage (20 GB) and Google Earth content (10 GB).

The 2011 Audi A8 goes on sale in the U.S. by the end of the year, but the Google Earth navigation system won’t be available until early 2011.




Audi Google Earth GPS Demo

Audi and NVIDIA demonstrate the capabilities and features of Audi’s latest generation MMI Plus system with touchpad input and voice-recognition.


Watch on Youtube (Audi Google Earth GPS Demo)