2009 Chevrolet Corvette ZR1

The Carbon Fibre version ,Corvette ZR1

638. That's the number of SAE-certified horsepower packed into the 2009 Chevrolet Corvette ZR1's supercharged 6.2-liter V-8, along with 604 lb-ft of torque. The supercharger has a displacement of 2.3 liters with a maximum boost pressure of 10.5 psi. The most powerful production engine to ever come out from a GM factory boasts 103 horsepower per liter and will propel the "Blue Devil" to a top speed that is well over 200 mph.
GM expects the Corvette ZR1 to be the most fuel-efficient 600-horsepower-plus car on the market, which isn't an outlandish statement considering the near-single-digit fuel economy numbers posted by the likes of the Lamborghini Murcielago LP640 and others. GM took measures to ensure that the engine would have reliability comparable to the rest of the small-block family. According to GM powertrain engine engineering executive director Sam Windgarden, "Developing the LS9 involved more than simply striving for a great horsepower number. Endurance and reliability testing have shown the engine to be robust and low-maintenance, just like other engines in the small-block family"


LS9 Need to Know:
* Aluminum cylinder block with iron cylinder liners that are finish-bored and honed with a deck plate installed * Forged steel crankshaft with a nine-bolt flange* Titanium connecting rods and forged aluminum pistons* Stronger, cylinder heads with 2.16-inch (55 mm) titanium intake valves and 1.59-inch (40.4 mm) hollow-stem, sodium-filled exhaust valves* Camshaft with 0.555-inch (14.1 mm) lift for excellent idle and low-speed driving qualities* A dry-sump oiling system with 10.5-quart (9.9 liters) capacity* Integrated oil cooler and piston-cooling oil squirters* Intercooler cover visible through the hood window that features ZR1-unique blue accents and "LS9 SUPERCHARGED" embossed on the left and right sides
Check out the 2009 Chevrolet Corvette ZR1 First Look to get the full story on this landmark American supercar and its over-the-top powerful LS9 engine.

2008 Dodge viper

The Legend Continues.....

We'll take credit for being the first to notice that the cover of Road & Track's February issue gave up the goods on the 600-hp power rating of the 2008 Dodge Viper SRT-10, but we'll pass the honor of being the first to post the Viper's catalogue of press material to our friends over at Jalopnik who, in turn, acted only after said Feb. issue of R&T was released to the public. The snake's out of the bag now, and the big news is a bump in displacement for the Viper's V10 motor from 8.3 liters to 8.4, which is accompanied by a corresponding increase in power to the aforementioned 600 hp (up 90 hp) and 560 ft-lbs. of torque (an increase of 25). As many already know, McLaren Performance Technologies (the U.S. company, not the German one associated with Mercedes-Benz) assisted Dodge in massaging the V10, though one could still argue that with 8.4-liters of displacement, the Viper's engine is still not reaching its full potential. The only change to the car's exterior is the new hood with six vents that will help dissipate the crazy amount of heat coming from below. Of course, heat will likely waft off the new Viper pretty fast considering its owners will be able to reach 60 mph even faster, sometime in the mid to high 3-second range, and return back to 0 mph in less than 100 ft. There's lots more to learn about the new Viper, so check out more info and the full press release after the jump, and don't forget to gander at our mega high-res gallery of Dodge's updated halo car with a total of 22 pics you can use as your desktop wallpaper. [Source: Dodge, Jalopnik]Other improvements to the Dodge Viper including a beefed up Tremec T56 six-speed transmission and twin-disc clutch that replaces the current model's single-disc unit. A new limited-slip diff supposedly allows the engine's grunt to get to the ground more often than before, and the Viper's tires are now longer run-flats, though they're still the same size. In the realm of style, customers can now order their Viper with three wheel designs and five new colors including Venom Red, Snakeskin Green, Viper Violet, Viper Orange and Bright Blue.PRESS RELEASE:Even More Venom: Dodge Unleashes New 600-horsepower 2008 Viper SRT10
Additional 90 horsepower on tap from new 8.4-liter Viper SRT10 V-10 engine
Dramatic new hood features restyled, functional air extractors
0-60 mph in under four seconds, 0-100-0 mph in just over 12 seconds, braking in under 100 feet
New exterior, interior colors provide customers with increased customization options The new 2008 Dodge Viper SRT10 boasts more of what performance aficionados crave: kick-in-the-pants, throw-back-in-the-seat power, combined with benchmark braking, world-class ride and handling, a race-inspired interior and bold exterior styling.While every SRT vehicle offers balanced, overall performance, the heart and soul of the new 2008 Dodge Viper SRT10 is its standout powertrain. For 2008, SRT ups the ante with a new, 8.4-liter aluminum V-10 engine that produces an astounding 600 horsepower and 560 lb.-ft. of torque."A legendary big-game hunter once said, 'Bring enough gun!' – and with the new 2008 Dodge Viper SRT10, we've created some very powerful artillery for sports-car enthusiasts," said Kipp Owen, Director – Street and Racing Technology (SRT) Engineering, Chrysler Group. "With 600 horsepower – 90 more than before - and 0-to-60 performance in less than four seconds, the 2008 Dodge Viper SRT10 sets a new benchmark for the ultimate American sports car."The new 2008 Dodge Viper SRT10 will arrive in Dodge showrooms in North America this summer with a new level of customization options, including five new exterior colors, four new interior color combinations and a new wheel design.Standout PowertrainWhen SRT powertrain engineers set out to get more venom from the 2008 Dodge Viper SRT10's powerplant, their objectives included not only increasing performance, but also complying with stringent regulatory requirements, such as federal Tier 2, Bin 5 and California's Low Emissions Vehicle (LEV) 2 mandates.Working with specialists from McLaren Performance Technologies and Ricardo, Inc., SRT engineers began by following the racer's basic formula for more power: bigger displacement, more efficient breathing and higher engine speed.The new Dodge Viper SRT10's deep-skirted V-10 aluminum engine block was revised for a 1-millimeter larger bore, raising the displacement to 8.4 liters from 8.3 liters. With strengthened bulkheads and improved water jackets for better cooling, the block includes pressed-in iron cylinder liners and cross-bolted main bearing caps for strength and durability.The Viper SRT10's 8.4-liter engine breathes through new cylinder heads equipped with Computer Numerically Controlled (CNC)-shaped combustion chambers, larger valves and Variable Valve Timing (VVT). VVT electronically adjusts when the exhaust valves are open and closed according to engine speed and load, allowing the engine to "breathe" cleaner and more efficiently.The 2008 Dodge Viper SRT10 V-10's two-piece intake manifold combines a cast aluminum lower with smooth runners for better air flow, bolted to a die-cast aluminum upper plenum. A revised air-cleaner box with a low-restriction filter sends air through a dual electronic throttle control into the intake module.The air-fuel mixture in the cylinders is ignited by platinum-tip spark plugs fired by new individual plug coils mounted on the cylinder-head covers.Within the cylinders, pistons are equipped with larger-diameter floating pins with bronze bushings for high-load capability. Forged powder-metal connecting rods are secured with aircraft-quality fasteners for increased fatigue strength.Engine lubrication is managed by a larger oil pump and a swinging oil pickup adapted from Viper competition engines, to improve oil pressure in high-rpm and hard-cornering conditions.Spent gases exit through tubular air-gap headers, which not only improve exhaust flow, but also ensure quick catalyst light-off for improved emission control. The headers' stamped stainless-steel outer shell acts as a thermal heat shield for the individual stainless-steel runners that contribute to better flow separation and exhaust tuning.SRT engineers didn't stop there. Upgrades were developed to handle the 8.4-liter V-10's increased horsepower and torque levels, while improving traction, driveability – and durability. The 2008 Dodge Viper SRT10's V-10 channels its power through a new, smaller-diameter, twin-disc clutch (a change from the previous larger-diameter, single-disc setup). The new clutch reduces rotating inertia by 18 percent, resulting in reduced clutch-pedal effort and improved engagement feel.The transmission is the latest evolution of the Tremec T56 six-speed manual, known as the TR6060. It features 10 percent wider gears for higher torque capacity and a new synchronizer package. A new shifter system results in reduced shifter travel. Club racers will applaud a new provision for adding an external transmission cooler.Benchmark BrakingStopping power is another key attribute of the Dodge Viper SRT10 formula, with 14-inch brake rotors gripped by Brembo 44/40 dual opposing piston calipers in the front and Brembo 42/38 dual opposing calipers in the rear. An anti-lock braking system (ABS) prevents lockup during hard braking. This system results in a benchmark braking performance of 60-to-0 mph in less than 100 feet. World-class Ride and HandlingThe ride and handling of the 2008 Dodge Viper SRT10 is defined by a race-bred, fully independent, four-wheel suspension featuring lightweight, high-performance aluminum control arms and knuckles, damped by lightweight coil-over shock absorbers. Where the power goes right to the road, SRT engineers retained the tried-and-true Dana M44-4 rear axle and outfitted it with a new GKN Visco-Lok speed-sensing limited-slip differential for improved traction.The Dodge Viper SRT10 rides on polished, forged aluminum, 18 x 10-inch front and 19 x 13-inch rear wheels now available in three styles: the five-spoke, the H-spoke and the all-new Razor wheel with five U-shaped spokes. The wheels are clad in Michelin® Pilot® Sport PS2 tires. The four-groove tread-design tires provide maximum grip, reduced road noise and superior handling in both wet and dry conditions. Bold Exterior StylingThe 2008 Dodge Viper SRT10 remains available in two body styles – Roadster and Coupe. Both feature a dramatic new hood with a larger, more efficient hood scoop for air induction and larger, functional hood louvers to facilitate a greater cooling effect for the more powerful 8.4-liter, 600-horsepower V-10 engine underneath.Eight exterior colors will be introduced throughout the model year – five of which are all-new including Venom Red, Snakeskin Green, Viper Violet, Viper Orange and Bright Blue. Racing stripes continue to be an option with six dual painted stripe colors available: white, black, silver, graphite, blue and red.Several exterior differences exist between the 2008 Dodge Viper SRT10 Roadster and Coupe. In fact, the only body panels they share are front fascia and fenders, hood and doors. However, all of the iconic Viper SRT10 design cues have been maintained including the signature crosshair grille, deep-cut side scallops, swept-back fenders and lowered hood lines.The Dodge Viper SRT10 Coupe's hard top with its "double bubble" styling makes it even more torsionally stiff than the Roadster. The 2008 Dodge Viper SRT10 Coupe offers increased downforce and high-speed stability with its sloping roofline and deck-lid spoiler. Plus, the Dodge Viper SRT10 Coupe has an additional 6.25 cubic feet of trunk space than the Viper SRT10 Roadster, for a total of 14.65 cubic feet. The roof and headliner structure offer more room to accommodate a safety cage, while maintaining as much headroom as possible.Race-inspired Interior DesignThe 2008 Dodge Viper SRT10 Roadster and Coupe cockpit retains its characteristic red push-button starter and performance-oriented, highly functional instrument panel with center-mounted tachometer and 220-mph speedometer.Five interior colors will be available in 2008: black, and four new color combinations in black/red, black/blue, black/slate or black/natural tan. A choice of bezel finishes on the center instrument panel and console adds to the increased level of customization. "The 2008 Dodge Viper SRT10 delivers die-hard performance enthusiasts a perfect combination of outrageous power, exceptional performance and stunning good looks," said Mike Accavitti, Director – Dodge Motorsports and SRT Marketing and Product Planning. "And now with a whole new range of interior and exterior colors and options to choose from, the 2008 Dodge Viper SRT10 redefines how a customer can personalize their Viper."2008 Dodge Viper SRT10 Safety and SecurityThe following safety and security technologies are featured on the 2008 Dodge Viper SRT10:
Adjustable Pedals: Allow brake and accelerator pedals to move toward or away from the driver to help driver achieve a safe and comfortable seating position for improved control
Advanced Multistage Front Air Bags with Occupant Classification System (OCS): Inflates with a force appropriate to the severity of the impact. The OCS measures the conditions for activation or deactivation of the passenger side front air bag based upon the weight of the occupant
Anti-lock Brake System (ABS): Senses and prevents wheel lockup, offering improved steering control under extreme braking or slippery conditions
BeltAlert: Periodically activates a chime and illuminates an icon in the instrument cluster to remind the driver and front passenger to buckle up if a vehicle is driven without the driver being properly belted
Center High-mounted Stop Lamp (CHMSL): The shelf-mounted center high mounted stop lamp uses light emitting diodes (LEDs) for longer life
Constant Force Retractors (CFR): Distribute force or load exerted on a seat belt, and then gradually release the seat belt webbing in a controlled manner
Crumple Zones: Designed to compress during an accident to absorb energy, decreasing transfer of that energy to the occupants
Energy-absorbing Steering Column: The manual-adjust steering column uses two hydroformed coaxial tubes that can move relative to each other to allow the column to move forward for enhanced energy absorption during a crash. The power-adjust steering column employs a calibrated bending element that deforms during column stroke for optimal energy management
Interior Head-impact Protection: Interior pillars above the beltline and instrument panel – including areas around windshield and rear window headers, roof and side rail structures, and shoulder-belt turning loops – specifically designed to limit head-impact force
Knee Bolsters: The lower instrument panel and the glove-box door are designed to properly position the occupant, enabling the air bags to work effectively
Remote Keyless Entry (RKE): System enhances personal security by locking and unlocking doors and turning on interior lamps. The system also arms and disarms the Vehicle Theft Security Alarm
Three-point Seat Belts with Pretensioners: Three-point lap and shoulder belt retractors incorporate a pretensioning feature to enhance occupant protection in an impact by managing occupant energy
Tire-pressure Monitoring (TPM): Pressure-sensor modules within the valve stems of all four wheels send continuous radio-frequency signals to a receiver, and the system informs occupants when the pressure is too low.ManufacturingThe 2008 Dodge Viper SRT10 will be hand-built at the Conner Avenue Assembly Plant in Detroit.

http://www.dodge.com/en/2008/viper/

Dodge Challenger

Chrysler finally unveils the Canadian-built production version of the latest player in the Great American Pony Car revival.
Icons from the Golden Age of Pony Cars and Muscle Cars, all three of them: Ford launched a born-again Mustang, to great acclaim and success, in 2005. Chevrolet is putting the final touches to an all-new Camaro that was a hit at the 2006 Detroit Auto Show. But Chrysler will beat the General to the punch by launching an all-new Challenger next April, across the continent.
Its own Dodge Challenger concept had also been a hit at the '06 Detroit show. The battle is definitely on, and the house of Mopar won't be last to join the Pony Car party as it was with the original Challenger, launched in 1969 as a 1970 model.

After the extremely positive public and critical reaction to the Challenger concept, Chrysler chose the 2008 Chicago Auto Show to reveal the production-ready version. Workers will soon start assembling the performance coupe at Chrysler's Brampton, Ontario plant. Every Challenger SRT8 coming off that assembly line will bear a numbered plaque attesting the limited-edition nature of the latest in a rich collection of horsepower-rich vehicles developed by Chrysler's "performance engineering organization", the SRT group.
The Challenger is scheduled to go on sale in April, 2008, with a suggested retail price of $37,995, including the destination charge. This figure was quoted in US dollars at the Chicago intro. It will be offered in three different colours: Hemi Orange, Bright Silver Metallic or Brilliant Black Crystal Pearl Coat.
Plenty of proven musclePerformance enthusiasts The Challenger is powered by the same overhead-valve, 6.1-litre, 'Hemi' V8 engine as used on the SRT8 specials that were derived from the Charger, 300 and Jeep Grand Cherokee families.


This engine produces generous (estimated) maximum outputs of 425 horsepower at 6200 rpm and 420 lb-ft of torque at 4800 rpm on a recommended liquid diet of super unleaded with a minimum octane rating of 91. Chrysler is projecting standing start acceleration times in the mid-5 second range for the 0-100 km/h dash, and less than 13 seconds over the traditional quarter mile.
All this muscle is channelled through an electronically-controlled five-speed automatic gearbox lock-up torque converter and Chrysler's 'side-to-side-tap' AutoStick manual shift mode. Sorry, purists: no manual gearbox for this one.
The Challenger's performance and handling further benefit from its standard brake-lock differential and a specially-calibrated version of Chrysler's ESP (Electronic Stability Program) stability control system, one of several positive technical legacies of former corporate parent Mercedes-Benz. It naturally includes all-speed traction control.
... And some solid legsThe two-door coupe is built on a modified version of the proven, solid rear-wheel-drive LX platform that underpins the Dodge Charger sedan, itself derived from the acclaimed and successful Chrysler 300 sedan's chassis. Its 116-inch (295 cm) wheelbase is four inches (10 cm) shorter than the four-door Charger's.

Contrary to its famous forebears from the Sixties, the new Challenger SRT8 is no straight-line rocket exclusively. The car has all-independent suspension units, with a multi-link, short/long arm arrangement in front and five links for each rear wheel. Front and rear stabilizer bars are included, for positive control of body roll while cornering.
And there should be plenty of grip available for cornering, since the Challenger rides on a set of 20-inch diameter forged-alloy wheels draped with either Goodyear Eagle RS-A 'all-season' tires or optional 'three-season' Goodyear F1 Supercar performance rubber.
SRT models are known for their strong braking, and the Challenger SRT8 should be no exception. It has large disc brakes at all four corners, with red-painted, four-piston callipers provided by famed Italian brake specialist Brembo. The brakes' ventilated rotors are 360 in diameter at the front and 350 mm at the rear. This state-of-the-art braking system includes antilock (ABS), of course, but also a Brake Assist mode that automatically invokes and applies full stopping force in an emergency situation.
Chrysler is claiming 60-0 mph emergency braking distances of 110 feet (33.5 metres) which would indeed be excepti1onal if verified, which we plan to do at the earliest possible opportunity.
Safety and comfort very much includedThe new Challenger SRT8 is a far cry from its brawny, bare-knuckles ancestors from the Sixties and early Seventies. Dodge claims no less than twenty-eight safety-related systems and features for its new performance coupe, ranging from multistage frontal and side-curtain airbags to xenon headlights.

The car's exterior design might have been directly inspired by an iconic Pony Car from the 70's, but the new Challenger is unquestionably 21st century for its comfort, equipment and the technology it can pack. The design itself is in the classic mould, in keeping with the theme. The front leather bucket seats are deeply sculpted, racing-style, which should help in hard cornering. There is some special stitching on the leather seats - as well as some orange accent stripes - but also on the classic, three-spoke, leather-draped steering wheel.
Straight ahead, the driver sees four large, traditional round analog gauges with tachometer and 300-km/h speedometer in the center, as it should. The Challenger's dashboard is also equipped with a unique reconfigurable electronic display that can "provide drivers instant feedback" on things such as acceleration times, full-on braking distances, and the lateral acceleration (g-force) sustained in corners. I say: watch the road or the track, buddy.
For relaxed cruising and 'normal' driving, the Challenger has plenty to keep the crew both informed and entertained, including standard items such as a 13-speaker Kicker High Performance audio system with 322-watt amplifier and 200-watt subwoofer, plus Sirius satellite radio reception. Also available,
A hard-disk based MyGIG 'infotainment' system, a navigation system, 'Keyless Go' entry and UConnect hands-free communication are all available too.
With all this; the striking shape, the promised performance and handling, the safety systems and the myriad electronic toys... er; accessories, I sincerely doubt that a modern-day Kowalski would consider crashing his Challenger SRT8 into a pair of bulldozers at full speed as did his namesake in the 1970 cult action/road movie classic Vanishing Point.

Lamborghini Gallardo LP560

The All new Lamborghini Gallardo LP560 -4

Presented to the public at the 2008 Geneva auto show for the very first time is the new Lamborghini Gallardo LP560-4. Somewhere in the gray area between a "face-lift" and an "all-new car," the LP560-4 replaces the current Gallardo when it goes on sale this spring. (At that time, the Gallardo Superleggera will be discontinued, although the Gallardo Spyder will continue in its current form.)
The new car's name follows Lamborghini tradition and is in a similar format to that of its big brother, the Murcielago LP640. LP stands for Longitudinale Posteriore, the position of the engine - longitudinally mid-mounted. 560 is its metric horsepower count, and Lamborghini chose to insert the "-4" as a reminder that the Gallardo is a full-time four-wheel-drive machine.
Our reaction, of course, is to assume that there will be a "LP560-2" rear-wheel-drive model in the future. No matter how hard we tried, however, we couldn't get anyone from Lamborghini (not even engineers) to admit to that plan. Next time we'll try tickle torture.

Meanwhile, the LP560-4's layout is no different from the previous Gallardo's, although the differentials and the axles are revised for weight savings. As before, transmission choices are a six-speed manual or a six-speed E-gear automated manual. The 2009 E-gear is new, and it changes gears by way of a rotational selector instead of a fore/aft movement. This, according to Lamborghini, promises smoother gearchanges that take place 40% more quickly.
The 2009 edition of E-gear also has a new, more aggressive "Corsa" program and a "Thrust Mode" - otherwise known as Launch Control. In Thrust Mode, the computer takes over , optimizing the launch and shifting so that even your grandmother could achieve a 3.7-second run to 62 mph. (This is 0.3 second quicker than last year's car.) The LP560-4 goes on to beat the 2008 Gallardo by a half second to 200 km/h (124 mph), hitting that mark in only 11.8 seconds. And flat out, the LP560-4 will reach 202 mph (up from a measly195 mph).
The oomph responsible for making the Gallardo a true 200-mph supercar comes from a completely new engine - it's a 90-degree, aluminum V-10, just like the old unit, but with bigger bore spacing. It displaces 5.2 liters and, with the help of FSI direct injection, produces 560 metric hp at 8000 rpm - up from 520 in the 2008 model. Torque is also up, from 376 lb-ft at 4250 rpm to 398 lb-ft at 6500 rpm, but don't let the elevated peak rpm fool you - the new engine has more low-end torque than the old one. FSI allows a much higher compression ratio, at 12.5:1 instead of 11.0:1, and the new engine makes more grunt everywhere in the engine's operating range.

Lamborghini is also proud of the LP560-4's improved environmental friendliness. It's not only faster than last year's car, it emits about 18% less carbon dioxide (327 g/km compared with 400). With that improvement comes a similar reduction in fuel consumption: on the European combined cycle, the LP560-4 achieves just over 17 mpg - last year's car guzzled fuel at a rate of 14 mpg.
At 3300 pounds, the LP560-4 weighs 20 kilograms (about 45 pounds) less than the 2008 Gallardo's, despite the new car's larger engine. The difference is mostly due to weight-reduction strategies in the driveline, as the LP560's body is similar to the 2008 Gallardo. The wheelbase is unchanged, as are width and height, but thanks to new front and rear fascias, the length has been increased by almost two inches.
The new front bumper now comes to a point in the center of the car, resembling the front-end treatment of the Gallardo's big brothers, the Murcielago and the Reventon. Larger air intakes improve engine-cooling efficiency, and a new hood helps the LP560-4 meet pedestrian-crash-test standards. New headlight units are much shorter front-to-rear and incorporate Y-shaped daytime running lights into their housings.

The 2009 Gallardo LP560-4 also has a new rear end. Its new taillights (each with triple Y-shaped flux-capacitor-looking elements) no longer wrap up and onto the horizontal plane in the rear. A single strip of black aluminum mesh under the taillights serves as an air outlet, and four absolutely gorgeous chrome exhaust tips are incorporated in the rear diffuser.
Although the rear looks a little plain in photographs, it - and in fact, the whole new car - is stunning in person. From the rear, the LP560-4 looks wider and lower. When viewed side-by-side with the old car, the outgoing Gallardo starts to show its first wrinkles. After six years of production, it's still a modern design - but the LP560-4 is even more so.
The LP560's suspension is completely revised. Similar to the 2008 model in design, the multilink front suspension features new mounts that allow easier adjustments. The rear suspension features an additional toe link as well as all-new mounts. Engineers told us that the suspension changes result in a drastic reduction in NVH, along with markedly improved ride quality and better handling.

Wheels are 8.5x19 front and 11x19 rear - and all three available wheel choices are new: The Apollo wheel is a silver, double-five-spoke design; Cordelia is a polished, forged aluminum with a basket-weave pattern; Callisto is a new glossy black with five split spokes. The black Callisto wheels look particularly stunning when mounted on a car with Lamborghini's new, optional matte-black paint.
Inside, the 2009 Gallardo features new gauges with a font similar to that used in the Murcielago. The seven switches on the center console have been redesigned for better usability, and they're now textured to appear like knurled aluminum.
Lamborghini has not yet released official pricing for the new Gallardo. However, we were lucky enough to be in the factory to help build the very first production 2009 Gallardo LP560-4. Be sure to check out the May 2008 issue of Automobile to read the feature story!

The Lamborghini Revention

The Rare Million dollar Exotic......

The ultra-exclusive Reventón is revving it up for Lamborghini. I got to drive number 0 out of 20 on its native soil.
SANT'AGATA BOLOGNESE, Italy - The thing about the Hope diamond is that there is exactly one of them.Sure, it is big, and beautiful in its own right. But what really makes it valuable is its scarcity.
And you can't get much scarcer than "one".
This was part of the thinking behind Lamborghini's decision to build an ultra-rare supercar, the new Reventón. There will be exactly twenty of these cars built, with a selling price of one million euros ($1.45 million).
Just twenty cars? By that standard, the Ferrari Enzo and Porsche Carrera GT were Honda Civics.
How successful will this strategy be? Will the ultra-rich go for such a plan?
I guess the answer lies in the proper tense of the verb "to be". It is not a matter of "will be" but "has been" - the car was revealed to the public just last September at the Frankfurt Motor Show, and all twenty have already been sold. And one of them is coming to Canada: identity of buyer undisclosed...
Wow.

Sorry kids; you'll have re-write that Christmas list.
This is especially remarkable given that the Reventón is based on the Murciélago LP640 coupe, which costs about one fifth of the Reventón's price tag.
As the old saying goes, if you have to ask...
Actually, there will be at least 22 Reventóns built, including the one that was on the stand of the Los Angeles Auto Show where the car had its formal North American public debut a few weeks ago, and car number "0 of 20'', the development prototype, which I had the exclusive Canadian privilege of driving in the hills around this suburb of Bologna recently.
A pure Lamborghini, and that's no bull...Like most Lamborghinis, Reventón is named after a famous fighting bull. Oh, and the 'v' is pronounced like a 'b'.

Murciélago and Reventón share only windshield and mirrors, but those familiar with the former car will instantly see the connection to the latter.
For example, the doors pivot upwards, as they have on all 12-cylinder Lambos since the Countach.
Lamborghini says Reventón's styling was influenced by the F-22 Raptor jet fighter, hence is more angular, more extreme, than Murciélago, with massive air ducts everywhere to get oxygen and coolth to all the places that need either. (Hey - if there's 'warmth', shouldn't there be 'coolth'?)
Carbon fibre - strong and lightLike its 'poor' cousin, Reventón is constructed of strong, lightweight carbon fibre panels, glued to the carbon fibre and steel chassis.

Carbon fibre blades screwed onto the spokes make the black aluminium wheels look like they came from a gigantic blender.The blades are intended to create a unique visual effect, but also help send cooling air to the brakes.In keeping with the jet fighter theme, all Reventóns will be painted what Lamborghini calls a 'mid opaque green grey without the usual shine'.
Call it "stealth'', then.
Looks appropriately sinister, yet eye-catching - a lot of cell phone batteries were harmed in the execution of my test drive, as every kid in Sant'Agata had to take a picture of this thing as we flew by.
The interior is also Murciélago-based, but trimmed in aluminium, carbon fibre, Alcantara and leather, the soft materials carrying on the gray-green-olive colour scheme.
A new concept in digital dashboardsIn the big aluminium instrument binnacle lurks a digital dash to end all digital dashes. At the touch of a button you can call up two different displays, one with semi-conventional circular gauges, the second with a big digital speedometer on the right and a bizarre tachometer on the left. This latter item looks like the letter A with the top third chopped off. As revs rise, green lines climb up each leg of the A, connected by a yellow line which also runs through the gear ratio you're in - these numbers rise in the middle of this display.

Rev hard in first, then, the green lines rise like a pair of hyperkinetic thermometers, and the yellow line joining the two scales looks like a spider on steroids doing push-ups.
Select second, the yellow line jump-shifts up about half a centimetre to 2, still connecting the two green rev-counting lines.
Yes, it is hard to visualize, and I apologize for my limited skill at trying to describe in words what can only really be seen in the pictures.
But it is unlike any gauge you've ever seen - unless maybe you fly an F-22 for a living.
I can't see this catching on as it is. What might be a portent for the future is the concept of a re-configurable instrument panel, by which each driver could call up whichever information he or she feels is desirable, and perhaps even influence how that information is conveyed.
Regardless of which read-out you choose, it is surmounted by a semi-circle with grid lines on it, and a small green circle in the middle. This is a g-force metre - the green circle moves forward, back, right and left around as you accelerate, brake, or corner, tracing your friction circle as you drive.
But please, keep your eyes on the road...Except when you're at the wheel of a 650 horsepower V12-engined supercar, you really don't want to be looking at this gauge, or anywhere, but 'way down the road. Because you're gonna get there right smartly.

The Reventón has 10 more ponies than the Murciélago, but Lamborghini gives the same performance numbers: 0 - 100 km/h in 3.4 seconds, and a top end over 340 km/h.
Not that I went that fast - as noted, this particular car was a development prototype, was speed-restricted to 130 km/h, and the traction control system off-switch had been deactivated.
Oh darn.
I guess Lamborghini wanted to make sure that the fewer than two dozen journalists who were to drive this car each had their shot, perhaps mindful of the American journo who trashed the very first Diablo during a press preview drive. (I was the guy waiting at the hotel to get into the car next.)
No conventional manual transmission will be offered in Reventón, only Lamborghini's Formula One-style eGear automated manual transmission with steering wheel paddles. The Automatic mode is disabled - you do have to shift for yourself.
Like all current Lambos, Reventón has full-time four-wheel drive.
Driving a collector's itemOut of respect for the car, I asked Moreno Conti, one of Lamborghini's test drivers, to take the first stint behind the wheel, to warm the car up and allow me to get a bit familiar with it from the right seat.

Apart from some impossibly narrow laneways he chose - we did have to back up once for a gigantic farm tractor - the Reventón felt pretty docile.
And so it proved to be when I took over.
It quite naturally feels a lot like the Murciélago, since underneath, not much has changed. You still sit a bit off-set to the left of the steering wheel - or at least it feels that way.
You still try to remember how to best shift the eGear transmission to reduce shift shock.
And visibility to just about every direction, but notably to the rear and rear three-quarters, is marginal.

You'd expect a car like this to be prodigiously fast, to grip the pavement in the corners like lichen hanging on to a rock, to brake like you've run into an invisible mattress, to make exhaust noises that seem to come from the very bowels of hell.
Yes, yes, yes, and yes, respectively.
Perhaps influenced by the video game instrument panel, it felt almost unworldly to accelerate this fast. Is that a windshield or a really sophisticated plasma monitor?
Are those real Fiats, Vespas and Apecars backing up towards me at the apparent speed of light or mere digital representations?
Um, no - those are the real deal. This car defines fast.
Fast, yet surprisingly comfortableYou might not expect the car to ride so smoothly, to be so easy to steer, to in fact be so civilized.Or to be so beautifully finished inside - until you remember that Lamborghini is owned by Audi, the industry leaders in interior design and execution.

It could indeed be a daily driver, although there's as much chance of any of the twenty lucky owners using the car that way as they would use a Jean-Paul Riopelle to hide a nasty stain that's lying there on their bedroom wall.
The Reventón is an automotive work of art that will be purchased for the sake of ownership, rather than the pleasure of driving.
Not that there isn't great driving pleasure to be had. But I expect most owners will restrict their seat time to race tracks during lapping days. Or maybe they already have their own race track.
Because something like the Reventón is so valuable, so rare, so attention-grabbing (possibly from the wrong sorts of people) that taking it on the street might just not be wise.
I glad I got my chance.
And for sure it'd be more fun than putting your Jean-Paul Riopelle in your minivan and just driving around.
The Data PanelFull model name: Lamborghini ReventónType: Two-door two-seat mid-engined supercar coupe.Price: 1,000,000 euros (same price internationally).Engine type: 6.5-litre V12, double overhead camshafts, four valves per cylinder, variable valve timing, dry sump lubricationEngine output: 650 horsepower at 8,000 rpm - 487 lb-ft of torque at 6,000 rpmTransmission: Six-speed automated manual gearbox, steering wheel paddles - Full-time four-wheel drive with viscous couplingFuel Consumption (European ratings): 32.3 / 15.0 litres per 100 km (city/highway)

Here are the salient points and overall rating of this new model, as established by our reviewer:
Overall rating: 9.0 / 10
ProsSpectacular looks and performanceSurprisingly civilized to driveThe automotive ultimate in rarity
ConsSeems churlish to even mention this, but it is rather expensiveAnd you can't have one even if you could afford itVisibility challengingYou can't go anywhere without someone wanting to take a picture... Or maybe take the car

The Upgraded Lamborghini Murcielago SV

Less Weight , RWD , More power....

It seems like just yesterday when Lamborghini launched the Murcielago LP640, the upgraded version of its "full fat" supercar. However, Lamborghini's work to enhance the Gallardo with the LP560 version, and its 20-unit production run of the Reventon, has helped to move the spotlight elsewhere within the brand. But, for fans of the big bull, never fear - Lamborghini is giving its flagship yet another update.
The upcoming SV will be the fastest and quickest Murcielago yet. LP640s are pictured. (Photo: Lamborghini)
Much like the Diablo, the Murcielago's predecessor, Lamborghini will be producing an SV version of the newer car as a way of celebrating the end of its production run. Output from the 6.5-litre V12 engine is expected to jump to 680 horsepower, up from the LP640's 640 horsepower.
This comprehensive power upgrade will be allied to a reduction of weight. Like the Diablo SV, the Murcielago will lose its all wheel drive system, which will help to contribute to its 100+ kg weight loss program. In addition, the Murcielago SV will gain a fixed rear spoiler in place of the current retractable unit, and new lightweight wheels will be featured.
Inside, the Murcielago SV will be stripped of many of its luxuries. Leather, Alcantara and plenty of carbon fibre will be standard, but, don't expect to see much by the way of infotainment - it's been ditched to save weight.
Lighter, more powerful, faster and more furious, the ultimate Murcielago is expected to make its debut this fall - most likely at the Paris Auto Show. Production volumes will be extremely limited, and you know the saying about price; if you have to ask...

Nissan 350z Fairlady

350 Z Aerodynamics

The Z's role as symbolic flagship of Nissan is an important one, and the Nissan 350Z design reflected that role. The prior Z car, the 1990-1996 300ZX, was a technological showcase. It demonstrated that the corporation's engineering talent could build a car every bit the match of long-respected sports and GT cars, such as the Porsche 944 or the Corvette -- and then some.

©2007 Publications International, Ltd.The 2003 Nissan 350Z was designed to be practical in terms of technology and price.But in so doing, the prior 300ZX lost the scent of the affordable-performance trail pioneered by the original Datsun 240Z. In contrast, the 350Z's engineering was best described by the term "appropriate technology." There was no ultra-trick systems that might push its price too high. No Super HICAS 4-wheel steering, as on the 300ZX. No twin turbochargers. No active damping. No voice-recognition functions. No variable-induction manifold. And so on. Although the new Z was right up to the minute in features and technology, there was nothing that was untrue to the original Z concept. After all, what good is it to build the best car in the world if only a few can afford to buy it? To deliver everything customers expect of a high-quality, state-of-the-art sports car, a good foundation is crucial. Nissan called the unit-body structure of the 350Z a High Damping Body, in essence a dynamic spring with a stabilizing effect. The body wasn't designed to achieve just high static-bending and torsional-rigidity numbers. The rigidity was designed as a dynamic system with the tires and suspension in place in order to improve driving stability and ride comfort. It resulted in a body with significantly higher torsional and bending stiffness than that of the previous 300ZX.
©2007 Publications International, Ltd.

The unit body of the 350Z was designed to be rigid yet devoid of performance-robbing weight. But the body wasn't just stiff for stiffness' sake. It had been analyzed not only on computers but also through multiple trial-and-error procedures using actual prototypes. This resulted in the placing of extra beef where it needed to be for strength, and the removal of excess fat where a weight reduction would contribute to performance and efficiency. Key structural elements of the car's design included a double-panel floor, a double front bulkhead and large-section door sills. The double-panel floor gave the necessary foundation for future bodystyle variations. Roof rails and side panels were laser welded for a strong, accurate fit.

And a rear strut brace, bolted and welded in place, restored any rigidity lost by adopting a rear hatchback and foregoing the traditional steel rear bulkhead of a notchback coupe bodystyle.350Z AerodynamicsIn developing the 350Z's body, engineers spent lots of time in Nissan Technical Center's wind tunnel testing the 350Z aerodynamics. But not for the reasons you might think.
©2007 Publications International, Ltd.The underside of the car was designed to be perfectly flat and reduce lift.This was a sports car, bulging with muscularity and character -- not some bar-of-soap science experiment.

The bragging rights for the car with the world's lowest coefficient of drag would have to wait. Instead, the aerodynamic work was directed primarily at attaining zero body lift. Increased stability would be the benefit, with lower wind noise a pleasant side effect. By managing the airflow under the car, the tendency of the body to lift during high-speed driving was eliminated and the car felt as if it was driving in a vacuum. The precise handling experienced at low speeds could also be enjoyed at high speeds. The myriad changes that resulted from this research were subtle, but important. For starters, the 350Z's floor was designed to be as flat as possible, with few pieces protruding and creating drag. The exhaust system was routed to hug the underbody, with the crossflow muffler laid out flat. The fuel tank was tucked up under the floor beneath the luggage area. The front bumper and engine undercover were shaped to help compress the air and increase its velocity -- thus decreasing the pressure and creating a vacuum under the car, sucking it to the ground. At the rear of the engine, undercover airflow was dispersed to reduce lift. Air was guided and further hustled along through floor side farings and underfloor deflectors. In addition to a rear diffuser to reduce rear lift, the

Track model featured a small chin spoiler behind the bumper and an equally minimal deck spoiler at the rearmost edge of the hatch door. Considering the not-inconsiderable bulges over its wheelhousings, the base 350Z netted a respectable 0.30 coefficient of drag. For the Track model, the Cd dropped to a rather slippery 0.29.

POWER & SOUND OF THE Z

350Z Power and SoundThe Nissan 350Z power and sound befit a true sports car. Continuously Variable Valve Timing Control System (CVTCS) aided drivability and maximized low- and midrange torque. It also reduced valve overlap at idle for smoothness, and at cruising speeds it was configured to enhance fuel economy.
©2007 Publications International, Ltd.Exhaust sound was maximized at low engine speed and toned down for normal cruising.Furthermore, CVTCS eliminated the need for an exhaust gas recirculation valve because the increased valve overlap it allowed permitted sufficient exhaust-gas to re-enter the combustion chambers and reduce combustion temperatures, thereby reducing oxides of nitrogen. To accomplish its tasks, CVTCS incorporated a 32-bit microprocessor for fast response. It analyzed a number of parameters including engine speed, engine load, throttle position and road speed. The processor directed a duty-cycle electric solenoid atop each cam cover to vary the oil pressure to the intake-cam timing-chain sprockets. As oil pressure changed, it moved the position of vanes inside the sprockets, rotating them relative to the camshafts and thus varying the intake-valve tinning. The result of all these efforts was a potent, tractable powerplant that was well-suited to a car intended to be both sporty and refined. In the inaugural 2003 350Z, the 3498-cubic-centimeter dual-overhead-cam, 24-valve V-6 produced 287 horsepower at 6200 rpm and 274 pound-feet of torque at 4800 rpm. That was up substantially from the VQ engine's applications in the Pathfinder and QX4 SUVs. Though peak power occurred at 6200 rpm, maximum torque was moved a bit higher in the rev range. Redline was 6600 rpm, signing off earlier than the 300ZX's 7000-rpm limit. The Sound of Z Power From the very start, a core goal of engineers working on the 350Z engine was to deliver a powerful sound from the intake and exhaust, without high-pitched, "tinny" mechanical sounds or the low-frequency booming or rumbling that can grow tiresome on long trips. From driving Italian exotic cars, such as the Maserati 3200GT and the Ferrari 360 Modena, F355 and F40, Nissan studied the "emotional" aspects of intake and exhaust sounds. Benchmarks for the 350Z's induction sound were the BMW M Coupe, Porsche Boxster, and Nissan Skyline GT-R. The exhaust sound was maximized at low engine speed (1000-3500 rpm), but quiet at normal cruising. And intake sound maximized at high engine speed (3500-6000 rpm) -- especially at wide throttle openings -- but toned down during cruising. Nissan used straight intake ducts and removed the 0.5 harmonic to give a "clear" intake sound. A variable intake manifold was not used in the 350Z. The 350Z's exhaust had reduced back pressure and was freer flowing than in any other Nissan. Its equal-length exhaust-manifold branches fed a large-diameter single pipe, which fluted to dual outlets aft of the rear axle. A complete dual system was discarded due to cost, weight and aerodynamics.

Foose article about the 71 Chevelle they designed..

On The Seventh Day
It All Happened On Overhaulin'
By Bob Mehlhoff
photographer: Henry De Los Santos

Man, he had no idea, but in just one week Jeff Miller's life would change forever. It was November 2003 when his boss Tony walked in and asked him somberly if he'd like to have his $1,800 faded green Chevelle featured on a Mother's Wax infomercial. You know, the kind of TV spot where someone shows you a dull hood on some sort of beater and then you see the "after" shot with the hood brilliant and glistening. The deal would take a week, and in the meantime he'd get to drive a new rental car. And when he got his '71 Chevelle back, its dry green paint would sparkle and shine.

Since Jeff works the counter at Original Parts Group (Huntington Beach, California) and his boss Tony Genty (the main guy at OPG) knows all the suits at the car wax companies, he believed the offer made perfect sense. But Jeff had no idea Tony was really using a decoy to have the Chevelle be THE STAR CAR for the pilot episode of Overhaulin'.

For those who haven't seen the show (on TLC), lead automotive designer Chip Foose and his crew spend exactly seven days transforming vintage iron from junker to gorgeous. They begin by ripping the car down to a shell, and with the clock ticking, turn it into Foose-designed eloquence with a custom paint job, a killer drivetrain, custom wheels and tires, and a new interior. A trusted friend or relative of the selected car's owner initiates the caper. Then the highlights of the weeklong build, as well as the owner's candid reaction of the finished car, are revealed on hidden camera and edited into one episode.

Getting Jeff to OK the decoy-deal was the easy part. After the crew at Overhaulin' had the Chevelle hidden away in their shop, they found lots to fix. Aside from the dried green paint and scuffed side panels, all four curb-scrapped whitewall tires leaked air, and up above, the bubbling green vinyl top barely held onto random spots of rust.

Foose went to work drawing the astounding example shown here. After the body had been media-blasted to bare metal, Foose designed a paint scheme of cinnamon and copper hues to coat the Chevelle. To that he laid color-reversed champagne ghost flames over an OPG domed hood to simulate factory Super Sport stripes. Next, the Foose crew installed a modified front bumper (minus the license-plate recess) and a new Chevelle rear bumper bar. On the inside, they completely restored the interior with parts from Original Parts Group.

Then the folks at Edelbrock hauled over a 350ci Performer RPM E-Tec EFI motor to power the Chevelle. To direct the exhaust, on went Doug's shorty headers, connected to a full Flowmaster ceramic-coated 3-inch exhaust system. Next, famed trans builder Art Carr supplied one of his 200-4R creations from California Transmissions.
With the motor and trans in place, the Chevelle needed a hot set of hoops. So Foose and the lead designer at Budnik Wheels designed the perfect one-off set to jibe with the Chevelle's look--19s for the front and 20s in the rear. Then they wrapped them with four BFG tires. Behind the wheels, they added a full set of Baer four-wheel disc brakes and Hotchkis Suspension components.

On day seven, Tony brought Jeff over to the shop to pick up his "wax job." Upon his arrival, the guys told Jeff that his green Chevelle had accidentally been shipped to San Diego. But before Jeff could get distraught, they laid the real deal on him: his Chevelle had been completely redone by the Foose gang. He thought the gorgeous car belonged to someone else and kept thinking his faded green car would roll in. But within the next few moments they handed him his keys, he slid behind the wheel, and it hit him. Jeff had been overhauled.

http://www.chevyhiperformance.com/featuredvehicles/0602ch_1971_chevrolet_chevelle/specs.html

1970 Chevrolet Chevelle

The 1970 Chevrolet Chevelle

The age of muscle cars peaked as the 1970s began -- and the 1970 Chevrolet Chevelle SS 454 helped to herald the ascent. When GM lifted its displacement ban on midsize cars, Pontiac, Olds, and Buick responded with 455-cid mills with up to 370 bhp. Chevy's retort was a 454-cid V-8 that started at 360 bhp and ended at a barbaric 450.





For 1970, the Chevy Chevelle had a new design and a more powerful engine. The wrapper was a restyled Chevelle that again presented the Super Sport as an option package for hardtops and convertibles. As the SS 396, it cost $446 and came with a 350-bhp 402-cid V-8, power front discs, F41 suspension, Polyglas F70x14s, and a domed hood. Fat dorsal stripes were optional, but were included with the new $147 cowl-induction hood, which had a flapper near the base of the windshield that opened at full throttle to feed air to the engine.



©2007 Publications International, Ltd.Chevy actually had two different 454-cubic-inch enginesthat could be had in its SS 454 package.The new SS 454 package cost $503 and included a 360-bhp hydraulic-lifter 454 called the LS5. Then there was the LS6. This was the take-no-prisoners 454, with a 800-cfm Holley four-barrel on an aluminum manifold, 11.25:1 compression, solid lifters, four-bolt mains, forged steel crank and connecting rods, forged aluminum pistons, and deep-groove accessory pullies. No production engine ever had a higher factory horsepower rating.





With mandatory options -- including either the Rock Crusher four-speed or special Turbo 400 automatic -- total cost for an LS6 was more than $1,000. Axles ranged from 3.31:1 to 4.10:1, with Positraction a $42 extra.The SS Chevelle had a handsome new dash, and on the road, exhibited far more poise than its weight and size would suggest. But the LS6 made it a superstar. Sub-14-second ETs at over 100 mph were routine.But the LS6's thunder also seemed to signal an approaching storm, one that would dampen muscle for years to come. Testers sensed it. "Without even raising the specters of insurance and social justice," said Car Life after an LS6 experience, "it's fair to say that the Supercar as we know it may have gone as far as it's going."
The 1970 Chevrolet Chevelle SS 454SpecificationsWheelbase, inches: 112.0Weight, lbs: 3,800Number built: 8,773Base price: $3,800Top Available EngineType: ohv V-8Displacement, cid: 454Fuel system: 1 x 4bbl.Compression ratio: 11.25:1Horsepower @ rpm: 450 @ 5600Torque @ rpm: 500 @ 3600Representative Performance0-60 mph, sec: 6.11/4 mile, sec. @ mph: 13.7 @ 103

2000-2007 Caddilac escalade

The Cadillac Escalade

The Cadillac Escalade serendipitously began Cadillac's image rehabilitation. From the first, it sold quite well for a premium SUV, and kept on selling even after soaring gas prices scared off many prospects in the mainstream market. And why not? Anyone who could splurge on a $50,000-$70,000 rig wasn't likely to worry about pump prices -- or big-truck fuel thirst.

A success from the start, the Escalade revitalized Cadillac. This is an interior shot of the 2000 Escalade.
The Escalade bowed as a late addition to GM's "T800" full-size truck family, using the same "short" 116-inch wheelbase as the GMC Yukon/Denali and Chevrolet Tahoe wagons. Strong initial demand prompted new front-end sheet metal for 2001 that intentionally previewed the Art & Science look of upcoming Cadillac cars. The bolder face only stoked demand for a vehicle that was already generating big buzz in trendier circles.

Wasting no time capitalizing on its unexpected hit, Cadillac added the Escalade EXT for 2002, a full-bling take on Chevrolet's new Avalanche four-door SUV/pickup. Riding a 130-inch wheelbase, EXT combined a five-foot-long open cargo box with GM's novel "midgate," a panel that folded forward together with the rear seats for carrying items up to eight-feet long with the tailgate closed. The midgate also served as a housing for a standard power drop-down rear cab window. Following for 2003 was an ESV wagon, based on the 130-inch-wheelbase Chevy Suburban/GMC Yukon XL. Both Escalade wagons came with three-row seating for seven or eight status-seeking passengers. The EXT carried five.

An innovative midgate was introduced with the 2002 Escalade EXT.
Except for an early two-wheel-drive version with a 5.3-liter V-8, all Escalades through 2006 carried a 6.0-liter pushrod V-8 with 345 bhp, delivered through a four-speed automatic transmission to an all-wheel-drive system without low-range gearing. Also exclusive to Escalades among T800 trucks were Cadillac's automatic-adjusting Road Sensing Suspension and a specific dashboard.

As expected of GM's top-tier brand, Escalades were loaded to thrill: power everything, brake and accelerator pedals included; trailering package; antilock brakes; Stabilitrak antiskid/traction control; OnStar assistance; rear-obstacle detection; and more. Among the few options were power sunroof, navigation system, and rear-seat DVD entertainment. By 2006, Cadillac was offering 20-inch wheels, a nod to the many customized 'Slades cruising city streets on "dubs" purchased from non-GM sources.

With a 6.0-liter pushrod V-8 with 345 bhp, the 2002 Cadillac Escalade was built to thrill.
No one was more surprised by Escalade's strong youth appeal than Cadillac itself. But appeal it had: a shiny big bruiser with a street-tough attitude and interior glamour fit for a music video. By mid-decade, the Escalade line accounted for nearly 40 percent of total Cadillac sales. To division marketers and GM accountants, this was manna from heaven.

All three Escalades returned for 2007 with a full redesign on GM's much-improved T900 platform. Dimensions weren't greatly changed, but styling was, becoming "more Cadillac" to set these trucks more clearly apart from corporate siblings. The powertrain was also new and again exclusive, comprising an upsized 6.2-liter V-8 with a rumbling 403 bhp and a six-speed automatic transmission. AWD remained standard. So did most previous no-cost features, but Cadillac lengthened the list with standard curtain side airbags that covered all three seating rows and deployed by special sensors designed to detect an impending rollover. Power-adjust pedals were made standard too.

Wagons now came with heated first- and second-row seats, plus a power liftgate with a handy flip-open window. Unsurprisingly, the '07s also boasted several new options: front-seat cooling, power-retractable "runningboard" steps, a convenient one-latch "spring-up" feature for the second-row seats -- and to the delight of "hip-hoppers" everywhere, 22-inch wheels. Last but not least, the available navigation system added a rearview camera that used the dashboard screen to show what lay behind when backing up.
Cadillac's Art & Science design signature, previewed in the 2001 Escalade, took off with 2003 Cadillac CTS.

LandRover LR3 Discovery 4X4

Vehicle Review: Land Rover LR3 Discovery 3
Disco by Any Other Name... The New Land Rover LR3

The next generation Land Rover Discovery is officially on its way for the 2005 model year realease in Fall 2004. Call it the Discovery III - or the LR3 (as it will be called in North America where alpha-numeric vehicle names are all the rage) - either way, “an absolute priority was to ensure that nobody could mistake this vehicle for anything else…” said Geoff Upex, Land Rover’s director of design. “It had to look thoroughly modern, bold and distinctive” he said, but very definitely a Land Rover.

The Discovery LR3 is distinctive, alright. Distinctively Range Rover, that is, with a front grille that comes straight off the new Range Rover and those wacky “eyes”, the interlocking headlamps that are evidently Rover’s new front-end design standard. The side profile, however, is all Disco. Those alpine windows still form a stepped roof, but are integrated into the side windows. And there’s big news at the rear window – no more spare to get in the way! The new tailgate is now free to split into two, with the lower half repeating the stepped design of the roof. This gives you a shallower entry into the rear cargo area with the tailgate down, so you have access to its deepest recesses without having to climb in. (The spare is, of course, hidden under the floor where it belongs.)

It’s nice to know they didn’t get rid of any of the “good stuff”: the command driving position, the stadium-style seating with room for 7, the headroom and airy cabin environment. But now, the Land Rover Discovery III boasts even more room! Redesigned rear seats provide more elbow room and fold flat for additional cargo area and an enlarged center door makes getting in and out much easier.

Underneath, the new LR3 is the first example of Land Rover’s new T5 platform strategy, which essentially lets many different body styles share the same chassis and thus, the same production facilities. As nothing in car-dom these days may go without a marketing badge, Land Rover calls it Integrated Body-Frame, and claims that it will set a new standard in off-road performance without sacrificing any of the comfort or on-road refinement of the monocoque platform.

The new Discovery LR3 gets independent suspension all around and the more upmarket versions will even feature air suspension over coil spring suspension. Front-end looks, air suspension…and now, Terrain Response, another marketing term for Rover’s performance technology. Could this thing be any more like a Range Rover? Terrain Reponse is a highly-sophisticated new system designed to maximize both on-road composure and off-road capability. The driver simply sets the system to one of six terrain settings — dynamic, normal, grass/gravel/snow (for slippery conditions), sand, deep ruts and rocks. Terrain Response automatically adjusts ride height and manages all engine, driveline, suspension and braking functions appropriately for existing conditions. This remarkable new system is designed to make off-roading almost foolproof, which can be good or bad, depending…

And finally, the powerplant. Look for the Jaguar AJV8 to provide the go with 300bhp, 315 ft-lb 4.4L - a remarkably powerful engine that has been extensively modified to handle the rigors of, well, Rover drivers. There is enhanced dust and water-proofing, a revised air intake for wading across streams, and revisions to the oil and cooling systems to keep it running smoothly at extreme angles.
And as far as those “wacky” eyes go, the Discovery LR3 is actually debuting Adaptive Headlight Technology (there’s that marketing lingo again!) which actually swivels in the direction of travel, lighting your way as you turn. Pretty clever.

In fact, there is a lot of clever stuff on the new LR3; stuff that arguably launches it far beyond the competition. Which is important, as the new Land Rover Discovery is venturing into perhaps its toughest environment ever: the overcrowded, hyper-competitive and contentious mid-level sports utility marketplace. This LR3 model may be the best equipped ever to handle the challenge.

There are two engines from the November 2004 launch, a remarkably refined 190bhp V6 turbodiesel, and a punchy Jaguar-derived 295bhp V8. Prices for the new Discovery start at £26,995 for the TDV6 five-seater and rise to £46,995 for the top-range V8 HSE 7-seater.

Hummer H2 & H3 review

2009 Hummer H2 Review

The 2009 Hummer H2 adds the ability to run on ethanol-blended E85 fuel. This premium large SUV is available as a 4-door wagon and a pickup-like SUT. Like the Chevrolet Avalanche, the SUT features a folding midgate between the cabin and cargo bed. The H2 has an available 2-passenger 3rd-row seat. H2 is powered by a 393-hp 6.2-liter V8 engine. A 6-speed automatic with steering wheel paddles for manual operation is the sole transmission. H2s have all-wheel drive with low-range gearing for off-road use. Off-road equipment designed to cope with severe conditions is available. Available safety features include ABS, traction control, antiskid system, and curtain side airbags. Also standard are OnStar assistance and leather upholstery with heated 1st- and 2nd-row seats. H2's towing capacity is 8000 lb. This report is based on evaluations of the 2008 Hummer H2.

Acceleration

Acceleration is fairly brisk around town and strong at highway speeds. Hummer estimates an 8.0-second 0-60 mph time, which feels accurate to us. The smooth-shifting transmission is prompt to kick down for more power.

Steering

Massive weight and tall build mean marked cornering lean, though no worse than most large SUVs. Steering feels light at low speeds, yet maneuverability is hampered by jumbo 43.5-ft turning circle (vs. Ford Expedition's 38.7 ft). Not overly sensitive to crosswinds, despite blocky shape, but straightline stability is compromised by huge tires that tend to follow road grooves. Good brake pedal feel and modulation.

2009 Hummer H3 sneak peak

The 2009 Hummer H3 adds a crew-cab pickup truck body style to its roster. Otherwise, the lineup for this off-road-ready midsize SUV should remain largely unchanged. The pickup, called H3T, is larger than Chevrolet's Colorado compact pickup but smaller than the full-size Silverado. Base versions of the H3 wagon retain a 242-hp 3.7-liter 5-cylinder engine. The top-line Alpha sports a 300-hp 5.3-liter V8. The H3T will offer both of these engines, though the V8 is reserved for the H3T Alpha. A 5-speed manual transmission is still standard on 5-cylinder models. Optional on those and standard on the Alpha is a 4-speed automatic. Towing capacity on the 5-cylinder is 3000 lb with the manual transmission and 4500 lb with the automatic. The Alpha has a maximum towing capacity of 6000 lb. H3 and H3T come with all-wheel drive that includes low-range gearing for off-road use. An available Off-Road Adventure Suspension Package on the wagon includes ultra-low gearing and a locking rear axle for severe off-road forays. This feature carries over to the pickup as well. Available safety features include ABS, traction control, antiskid system, and curtain side airbags. GM's OnStar assistance is standard. A rearview camera is available, along with a navigation system. This report is based on evaluations of the 2008 Hummer H3.

Hummer H3T Review

2009 Hummer H3T Review - First Drive
The Hummer H3Truck? Toss In The Kids, The Dog, And Gear For A Week
writer: Chris Collardphotographer: Chris Collard, The Manufacturers

Back When the hammer H3 was introduced, we lamented the lack of power from the five-cylinder mill, and the need for additional drivetrain options and a front locking diff. The Hummer guys were listening though, and responded with the H3 Alpha (First Drive, Jan. '08), which sports a 5.3l V-8, but no front locker. But we still wanted bigger tires, regular cogs behind the V-8, a front locker, and maybe even an sUT or a diesel mill. it was only a matter of time before the highly capable H3 followed its genetic destiny. Enter the H3T, a four-door shortbox pickup, with lockers front and rear!
We were fortunate enough to tag along on a recent engineering testdrive where components are validated, yet the looks are camouflaged for secrecy. By the time you read this, the beast will have been exposed, but we're the first to give you our impressions of the new Hummer. While obviously longer than a regular H3, the shortbox can still carry plenty of gear, especially with the tailgate down. The rear camo makes the unit look more like a suburban than a pickup, while the front camo covers up nothing you haven't seen before.
On the blacktop, the additional length of the H3T with its 134-inch wheelbase (23 inches longer that the H3) is immediately noticeable, adding an enhanced feeling of stability at speed. On long grades, the 295-horse 5.3l did as we expected, pulling the additional weight onfidently and without protest. The rigwith the five-cylinder i-5 still required pegging the tach and quick shifts to keep up.
We sneaked this spy rendering of what the showroom model may look like. long? plenty. But for a fully locked and geared rig that can tote a gaggle of kids, a dog, the wife, and your dirt bike in the back, we think it fits the bill.
The only indication of a front locker is the X on the switch-left is rear and right is front. We've been waiting for that switch position to get filled for a few years.
As with the H3 Alpha, the 300hp 5.3l aluminum V-8 will be an option with the H3T, and standard on the Adventure package.
On the trail, our immediate thought was that the 134-inch wheelbase would require a football stadium to do a U-turn. However, the engineering team was two steps ahead of us with a tight-ratio steering box that almost makes turns as tightly as the shorter H3. The flip side of the additional length is a reduced breakover angle and a strong argument for the heavy-duty skidplates. With both lockers engaged, the five-cylinder model mated with the fivespeed worked flawlessly in the rocks, as did the V-8. Both versions of the Adventure package are equipped with the 4:1 transfer case and lockers fore and aft, and provided a solid feel for the terrain. Once we get a chance, we'll test them with the camo off and let you know about visibility as well.
Unfortunately, the H3T will still be burdened with the full array of electronic bells, whistles, bling, curtain airbags, child safety locks, DVD players, satellite babysitters, and other electronic nannies. But the heart of the beast is within, and the fact that you can slip your quad or a ton of gear in the bed, put a couple of kids in the backseat, and have dual-lockers right out of the box is a big plus in our books.
Tech Specs

BASE PRICE N/A

ENGINE 5.3L aluminum block/head V-8

HORSEPOWER 300 @ 5,200 rpm

TORQUE (LB-FT) 320 @ 4,000 rpm

TRANSMISSION 4L60 four-speed auto  Five-speed stick (I-5 only)

TRANSFER CASE 4.03:1

AXLE RATIO 4.10 :1

LOCKERS Electric, front and rear

FUEL 87-octane unleaded

WHEELBASE (IN)134

LENGTH (IN)211.9

WIDTH (IN)85.5

HEIGHT (IN)74.5

SEATING CAPACITY 5

HEAD ROOM (IN)39.9/40.6 with sunroof

LEG ROOM (IN)41.9/35.0

BED LENGTH (IN)60

MAX. CARGO VOLUME (CU FT)35.67

GROUND CLEARANCE (IN) 9.1

It's Risky To Hand A 4x4 Journalist The Keys To a proof of Concept vehicle (there were only five made), but Hummer likes to work out the bugs in real-world conditions. We quickly found the e-brake cable routed under the frame (and so did a wheelbarrow sized rock), and a tailpipe that is begging for trouble. D'oh!! With the longer wheelbase of the H3T (134 inches), we beat the heck out of the undercarriage. Fortunately, the truck has 1-inch-square tube skidplates that are actually built to take it. The Adventure package also includes heavy-duty rock sliders. if you are going to be doing any modest wheeling, get 'em. Even with good tires and lockers front and rear, the breakover angle of the long truck makes these sliders mandatory off road.
Future Fuels
There are rumblings of additional mill options for 2009 and 2010. yes, flex fuel, or bio-fuel. Working from their r&D facility in Brazil (Brazil leads the world with flex-fuel technology), the Hummer engineers are anticipating the introduction of a flex-fuel H2 for '09, the H3 following suit in '10. We've also seen diesel versions of the H3, but not for the U.s. market-yet. We are still whining about the limited visibility from behind the wheel, and we didn't get the V-8/five-speed stick combo, but there were some serious campfire discussions about removable tops, half-doors, and ragtops.