A 1960 Ford Thunderbird goes stainless

“Don’t tell me you’re going to sell our car!”
He was 30 years old, maybe. He emerged from the mill with the shift change, clearly dismayed to find us loading his employer’s prize showpiece--an all-stainless 1960 Ford Thunderbird--into a closed trailer. We reassured him that we were merely borrowing the ’Bird for a temporary museum exhibit. He relaxed visibly, hearing that his car would be coming back.
“Stainless” is a steel containing more than 10 percent chromium. Auto pioneer Elwood Haynes developed and patented the corrosion-resistant material in 1915-19 (sources vary), although similar alloys appeared in Europe a few years earlier. Allegheny Steel of Pittsburgh promoted the new metal, and by 1930, it was supplying bright stainless trim for the Ford Model A. In 1931, Ford built three Model A sedans with all-stainless sheetmetal, one of which was delivered to Allegheny and used in the steelmaker’s advertising.
Allegheny then approached Ford in fall 1935 with an order for six all-stainless two-door sedans. Assembled as 1936 models, they were used into the 1940s by Allegheny executives in the New York, Chicago, Cleveland, St. Louis, Philadelphia and Detroit district offices. At least four of the cars survive.
Twice more, Allegheny (which became Allegheny Ludlum in 1938 after merging with Ludlum Steel of Watervliet, N.Y.) teamed with Dearborn to produce stainless steel cars. Two Thunderbirds rolled off the Wixom assembly line on July 11, 1960, with bodywork formed from T302 stainless. (The Budd Co., Ford’s regular supplier for T-Bird bodies, did the stamping.) Bumpers and grilles also were stainless, and underneath, these cars pioneered T409 stainless mufflers and T304 exhaust pipes. Both retain their original exhaust systems today, after 50 years and more than 100,000 miles each.
The final collaboration came in 1966, on three all-stainless Lincoln Continental convertibles. Two later got 1967 grilles.
Our test drive in one of the Thunderbirds was brief, given its seven-digit appraisal, but long enough to determine that it drives pretty much as any other from the 1958-60 flock. And that’s not bad. The “Squarebird” was no sports car, but neither was it as detached from the driving experience as T-Birds would become in the 1960s. The first four-seaters blended big-car power and smoothness with the handy responsiveness of a compact.
Today, ATI Allegheny Ludlum owns one stainless ’36 Ford, this Thunderbird and two of the Continentals. The T-Bird and one of the Lincolns can be seen at the Antique Automobile Museum in Hershey, Pa., through September.

Japan-market Subaru Legacy tS takes STI to a new place

Subaru Tecnica International has added an extra niche--dubbed tS--to its array of specially tuned models, and the first example out of the garage is the STI Legacy tS. STI will produce just 600 of the Japan-only models, and some 200 are already reserved.
The new tS branding, which stands for "tuned by STI," fills the space between stock Subaru models and the full-fledged S- and R-branded vehicles STI usually creates. Like everything from STI, the tS modifications are intended to give a tangible performance edge.
On the Legacy, stiffer Bilstein shocks mated to lower and firmer STI springs inject greater road feel and precision into both steering and handling, and the big Legacy comes alive through the corners. The front strut tower brace deserves special mention--it features a flexible center joint that makes the front more rigid through the corners but allows some give on turn-in. The result is evident in a more direct response from the steering and much better resistance to understeer, allowing the driver to carry more speed more efficiently into the corner.
Special STI wheels, fitted with slightly wider Bridgestone tires, give a more aggressive look to the exterior, which wears special STI parts such as the front lip spoiler and the roof spoiler (or a trunk spoiler for the sedan).
Engine output remains the same, but the 282-hp, turbocharged 2.5-liter flat-four now sings through a performance STI exhaust system.
For many drivers, the tS will provide all they need in a lightly tuned version of the Legacy, although true enthusiasts will wait for the fire-breathing S model.
2010 Subaru Legacy tS

On Sale: Now in Japan (limited to 600)
Base Price: $44,800 (B4 sedan), $46,550 (Touring wagon)
Powertrain: 2.5-liter, 282-hp, 258-lb-ft H4; AWD, six-speed manual or five-speed automatic
Curb weight: 3,322 lb
0-60 mph: 5.5 sec (est)
Fuel economy: N/A

2011 Bentley Continental Supersports, an AW Flash Drive

This October, Bentley will roll out the fastest open-air car it has ever produced, the 2011 Continental Supersports convertible. The soft-top version builds on the Continental Supersports coupe formula, stuffing the same massive 621-hp twin-turbocharged W12 engine underhood to propel the 5,279-pound car to 60 mph in just 3.9 seconds.
That's a tick off the coupe, which manages the same in a spectacular 3.7 seconds, but when basking in a glorious open-air experience, what's a couple of tenths? Bentley also says the convertible will reach a top speed of 202 mph, 2 mph shy of the coupe's top end.
As with the Supersports coupe, the convertible's extra output required additional air flow to the intercoolers and radiators, resulting in larger air intakes carved into its face. A pair of vents notched into the hood allows that air to pass through the cooling system and out again, while adding to the car's aggressive, sporty look.
That aggressive styling theme continues out back with the car's wider stance, the rear track stretched an additional two inches and wrapped in giant flared fenders, and a ride height lowered 0.4 inch.
Typical brightwork touches, such as the grille and hood vents, are finished instead a smoke-black, matching the headlight and taillight bezels and adding to the car's serious attitude.
The all-wheel-drive four-seater uses the same folding soft top as the GTC, but through a combination of weight-saving measures knocks off almost 200 pounds compared with the Bentley's "lesser" Continental convertible. The seats--molded carbon-fiber shells dressed in leather and Alcantara--shave 90 pounds off the curb weight, while the high-performance carbon-ceramic vented and cross-drilled brakes and 20-inch forged alloy wheels save another 66 pounds combined. A greater use of aluminum in the chassis and additional carbon-fiber interior trim contribute another 42 pounds in sa
How's it drive?
Spectacularly.
OK, perhaps a bit more elucidation is necessary. The Continental Supersports convertible is fast, screaming fast, but with a rear-biased, all-wheel-drive system that sends 60 percent of the engine torque to the rears, it's easy to put the power down wherever you need it. It just grips like mad, its 275/35-ZR-20 Pirelli Ultra High Performance tires hanging on like crazy even when blasting around tight mountain passes. Combined with the car's advanced electronic-stability program and all four wheels under power, it's possible to let the rear end dance a bit, but it never felt close to getting away from the driver, even when pushed at close to full song on a rapid succession of switchbacks.
Bentley also makes accessing the ZF six-speed transmission and working it yourself a cinch with a pair of steering-wheel-mounted paddles. While we found their positioning a little awkward--they're placed a bit too far and high from our fingers for a perfect reach--snapping off a succession of downshifts feels as quick as we've experienced with any automatic.
The Supersports convertible is also flex-fuel capable, and on our recent drive, Bentley's handlers topped off our tanks with E85 at roughly the halfway point of a four-hour loop. Unaware of their sleight of hand, we sensed no change whatever in output. In fact, the little exercise was a demonstration of the effectiveness of the car's on-board fuel-quality sensor, which constantly monitors the car's fuel mixture to maintain full power delivery whether running on full gasoline or less.
Our major quibble with driving the Bentley is with the seats themselves. While beautifully styled with contrast stitching, and nicely bolstered to keep the driver planted even while aggressively maneuvering the car, the seat bottoms and backs feel especially hard and flat. A couple hours behind the wheel found our backsides completely fatigued, almost numb.
Do I want one?
The Continental Supersports convertible represents a serious entry in its segment, and we wouldn't be surprised to see it cross-shopped with offerings from the likes of Ferrari and Maserati. Its super exclusivity might even make it more attractive to such buyers. Bentley says the United States will get maybe "a couple of cars per dealer" when it begins showing up this October. With just 40 dealers in its U.S. network, it's easy to assume we will see fewer than 100 copies make it stateside.
Stickers start at $282,995, including destination. Tacking on another $3,700 in gas-guzzler taxes brings the price of admission to $286,695, or roughly $14,000 more than the Supersports coupe, which comes standard without a back seat. Rear passengers in the convertible will find, if not plenty, then enough room to sit fairly comfortably even with the front seats positioned for average to tall drivers.
Are four full seats--and all that sunshine--rationale enough to opt for the Supersports convertible? Or better, is the extra oomph enough to justify shelling out nearly $80,000 more than for a Continental GTC? We're not necessarily convinced, but for the serious Bentley fan, what price exclusivity?

The original red dream turns 100: Alfa Romeo celebrates its centenary

It hasn't been sold in the United States for the better part of two decades. Its last Grand Prix victory was in the early 1950s. The reliability of some of its cars can be charitably defined as iffy. But it has a history second to none.
Today, Italian automaker Alfa Romeo celebrates its 100th anniversary. The original red dream began on June 24, 1910, and festivities to mark the occasion will stretch through the weekend in Milano.
So what is it about Alfa that conjures up such magic and memories? Alfa is a microcosm of why enthusiasts like cars. It doesn't have to be rational. It's fun and it's elusive, exciting and invigorating. And it's simply about the automobile. Money and maintenance aren't part of the discussion.
Alfisti know most of this, but here's a short version of some memorable moments in the history of the brand.
The company was founded in 1910, and the first car to wear the famous badge was the 24 HP. The name, originally A.L.F.A., stands for Anonima Lombarda Fabbrica Automobili (which means Lombard Automobile Factory, Public Company). A.L.F.A. was bought by Neapolitan engineer and businessman Nicola Romeo in 1915, and the Alfa Romeo moniker was born.
The company truly found its legs in the 1920s and '30s, as the age of the automobile grew rapidly around the world. The 8C 2300 from the early '30s took the world by storm with its supercharged eight-cylinder inline engine, and 8Cs remain a favorite at summer concours.
An Alfa won Targa Florio in 1923, helping to launch the long racing lineage of Italian cars. The brand counts 10 victories at Targa--second only to Porsche--and Alfa won the Mille Miglia a record 11 times. Overshadowed by the unparalleled racing history of a company it helped begat--Ferrari--Alfa does, in fact, count two world championships in Grand Prix racing. Despite withdrawing from Formula One in the 1950s, its two titles equal Renault and Mercedes. Antonio Ascari, the father of Ferrari champion Alberto Ascari, and Enzo Ferrari drove for Alfa.
Twice the company mobilized to support Italian efforts in world wars and its factories were converted for wartime production. Alfa plants were bombed during World War II.
As Italy rebuilt, the company emerged for a golden age in the 1950s and '60s with the Guiletta and then the Giulia. The marque was cemented in pop culture when Dustin Hoffman famously drove a spider in the 1967 classic The Graduate. Over the years, Alfa also collaborated extensively with Milanese body maker Zagato and design house Pininfarina, themselves both icons of Italian carmaking.
Despite Hollywood magic, Alfa would ultimately struggle in the United States, and it withdrew in 1995 amid declining sales and reliability questions. The most memorable Alfas endure for their sexy sheetmetal and driving dynamics, though the company was never a threat to Detroit's Big Three.
Fiat bought Alfa in 1986. Its recent history has been decidedly less glamorous, but there have been highlights and signs of life. Car fans did get a (high-priced) taste of Alfa again, when the 8C Competizione made it to U.S. shores in coupe and spider forms. But it was extremely limited; just 50 coupes and 35 open-tops arrived. The MiTo was revealed in 2008, and just this winter, the new Giulietta broke cover at the Geneva motor show, offering fans the tantalizing potential for more.
With this as a foundation, Alfa followers are left to ponder what lies ahead.
As the Fiat conglomerate now stewards Chrysler, Alfa is poised to return to U.S. shores in the next few years, using the parent company's resources as a touchstone. With its present more secure than ever, perhaps Alfisti can look to the future with a ray--illuminated in red--of hope.

Toyota recalls up to 17,000 Lexus HS 250h models for fuel leak risk

Toyota Motor Corp. plans to recall 17,000 Lexus HS 250h vehicles from model year 2010 after discovering excess fuel leakage during government rear-impact crash tests.
It is the latest safety setback for the world's largest automaker.
Toyota discovered the fuel leakage while striking the vehicle from the rear at about 50 mph during annual federal safety tests. The fuel leakage, which exceeds allowable federal limits, can lead to fires, the National Highway Traffic Safety Administration said in a posting on its Web site.
The automaker has not identified a remedy for the problem, nor has it determined when the safety recall will begin, the NHTSA posting said.
During development of the 2010 Lexus HS hybrid, the company conducted similar tests and found no fuel leakage problems, Toyota said.
“Lexus is currently working to identify the reason for the different test results and the cause of this noncompliance,” the company said in a statement. Lexus dealers have also suspended sales of the model.
Toyota has recalled 10.6 million vehicles world-wide since November, company spokesman Brian Lyons has said.
The recalls cover more than a half-dozen separate safety issues, including sudden acceleration, braking, and steering.

Volkswagen Passat

On the road price: £18,350 - £34,375
For : Strong diesel engine range, good fuel economy, pliant ride, handling, build quality
Against : One-year recovery deal, expensive options, rear legroom, servicing costs

The Passat is stylish and good to drive, with top build quality and an excellent diesel range. It's a strong contender in the large family car market, successfully bridging the gap between mainstream and upmarket models.
Driving:The Passat is not a particularly entertaining car to drive, but it's capable and comfortable. The suspension set-up gives an excellent ride and makes it comfortable on long journeys. Models with 'sport' suspension (lowered by 15mm, larger wheels) trade some of this comfort to improve the handling; they offer impressive body control and fine, composed handling, though the standard car is capable, too. Most Passats are sold with one of VW's TDI diesel engines - 1.9-litre or 2.0-litre in 138bhp or 168bhp guise - and while they're not the quietest or most linear units around, with rather jerky power delivery, they're effortless on motorways and provide impressive acceleration. A sophisticated edge is provided by the electronic handbrake, as fitted to the Phaeton luxury car.
Marketplace:On paper, the sixth-generation Passat range seems a traditional mix of saloon and estate models. But you couldn't describe it as old-fashioned, and the looks are a case in point. It appears more upmarket than every sector rival, and thanks to cues such as the chrome grille and circular LED rear lights taken from the firm's flagship Phaeton saloon, it's both stylish and distinctive. This upmarket appearance is reflected in the Passat's marketing; it's seen as a rival to lower-end BMW 3-Series and Audi A4s, and distanced from more mainstream competition such as the Ford mondeo and Vauxhall Vectra.
Owning:The airy cabin has excellent fit and finish, with the textured plastics and silver centre console giving a quality feel. The driving position is excellent, with plenty of seat and steering adjustment, and the seats themselves are comfortable and well-bolstered - ideal for long motorway trips. Storage is good, with deep door pockets and a useful central bin. Access to this is made easier by the absence of a traditional handbrake - instead, the Passat has an electric version. Although this can take some getting used to, it gives the VW a sophisticated edge. An 'Auto Hold' option is also available, which automatically applies the handbrake when you come to a stop on a hill and then releases it as you pull away. Variable intervals mean that although the Passat is expensive to service, divers can potentially travel for 30,000 miles or two years between check-ups. Diesel fuel economy is superb, but although the Passat's retained values are OK compared to mainstream rivals, they're still not brilliant. A surprise for a VW, though the estate does perform better than the saloon.

Citroen DS3

Styling/imageDesigners at Citroen have ignored the retro-route taken by the MINI, VW Beetle and Fiat 500. As a result, the DS3’s bold shapes, creases and curves certainly make it stand out from the crowd. Buyers can pick from DSign, DStyle and DSport trim levels, with the latter two models benefiting from alloy wheels and eye-catching LED daytime running lights. As with the MINI there’s plenty of scope for personalisation. Owners can colour code the roof, wheels and door mirrors, as well as add decals and extra chrome trim. Interior/PracticalityDecent build quality and classy detailing mark out the DS3’s cabin. The dashboard is carried over from the firm’s C3 supermini, which means you get eye-catching dials and a logical layout. Buyers can colour co-ordinate the dash, gearlever and key fob with the exterior paint finish. The newcomer steals a march on the MINI thanks to its five-seat layout – the British car can only accommodate four occupants. Opening the tailgate reveals a useful 285-litre load bay.Engine/PerformanceThree petrol engines are available, all co-developed with BMW and also used in the MINI. Entry–level models get the 93bhp 1.4-litre, while further up the range is a 1.6-litre unit in either 118bhp normally aspirated or 148bhp turbocharged tune. As you’d expect from Citroen there’s a line-up of punchy and refined diesel units – an 88bhp 1.4-litre and 108bhp 1.6-litre. The most powerful petrol and oil-burning powerplants get a slick shifting six-speed gearbox.Driving experienceAll versions of the DS3 get a sports suspension set-up, but it can’t rival the MINI for driving thrills. Body control is good and grip is strong, meaning the DS3 feels poised and agile. However, the direct steering lacks weight and feedback, while the five-speed gearbox has a slack and vague action. A supple ride and low noise levels make the Citroen a relaxing long distance cruiser.Ownership costsNot only does the DS3 undercut the MINI on price, but it’s also much better equipped. All versions get air-conditioning, cruise control and a trip computer. Citroen is also offering a three-years inclusive servicing package for £199. The range-topping 1.6-litre turbo emits 155g/km of CO2, while the fuel efficient 1.4 HDi diesel returns a claimed 74.3mpg at the pumps. However, don’t expect the French car to match the MINI’s excellent residuals when it comes time to trade-in.Safety/EnvironmentThe DS3 has already earned a five-star EuroNCAP rating, making it one of the safest models in the class. All trim levels get six airbags and electronic stability control as standard. Eco-friendly motorists will be drawn to the 1.4-litre diesel version, which emits only 99g/km of C02. Bosses claim that the newcomer’s green credentials will be further boosted when stop-start technology arrives late in 2010.

Subaru Impreza Cosworth

Cosworth is back! More than thirteen years since it graced the Escort RS Cosworth, the famous badge returns – but not on the rump of a Ford this time. In a new partnership, Cosworth has teamed up with Subaru to create the fastest, most fearsome Impreza ever seen in the UK.
Based on the standard WRX STi and officially known as the CS400, the newcomer, of which only 75 will be built, has been highly tuned by the Northampton firm. The 2.5-litre flat four gains new pistons, conrods, bearings, head gasket, oil pump and a much larger turbo while there are fresh springs and dampers, a 15mm lower ride height at the front, a wider rear track and new brakes.
Cosworth’s aim is to create the ultimate road-going Impreza – not a track day machine. So although the revisions make it sharper to drive, comfort and refinement are still important.
This is clear inside – the stripped-out approach of many track specials is shunned. Instead there’s glossy piano black trim, seats with bigger bolsters and high equipment levels. The trouble is the changes fail to disguise a cabin that falls short in terms of design and quality. The exterior tweaks are more subtle, confined mainly to new 18-inch alloys, Cosworth badging and matt paint.
But if it doesn’t look like a £50,000 car does it drive like one? We tested a pre-production prototype to find out. And initial impressions are good. The flat four fires up with a characterful burble and the gearshift is tight and mechanical. The ride is firm around town, but at higher speeds it’s composed, giving exceptional body control. Confidence is dented by steering that doesn’t have enough feel and is too loose around the straightahead, but once into a corner the power and four-wheel drive grip allow you to carry plenty of speed through.
Provided the engine is on boost. Getting this much power from the flat four can’t have been easy, even for a firm that builds F1 engines for Williams and Lotus. The downsides are little torque below 3,500rpm and considerable turbo lag. Drive round these problems and the CS400 comes alive, a savage metallic hiss accompanying fearsome acceleration. If you love the way the standard WRX drives, this one will blow you away – just don’t forget there are other ways to spend £50,000.

Audi A1 driven

As small as a MINI, as well built as an A4 - meet the new small Audi that's got a huge job to do convincing premium car drivers that good things really can come in the smallest packages.


And there's no doubt that when it comes to quality and kerbside appeal the A1 has got off to the best possible start. 


Order books for the eagerly anticipated supermini opened last month - and announced that the car would cost from £13,145 – around £400 more than the similarly-powered MINI One.


Three engines are on offer, two petrol and one diesel, including 86bhp 1.2 and 122bhp 1.4-litre TFSI petrol engines, plus a 105bhp 1.6-litre TDI diesel.
A seven-speed twin-clutch S-tronic transmission is available solely on the 1.4 at an additional cost of £1,420 and doubles as a rich man’s automatic.


Three trim levels will be available from the outset with the basic SE trim costing £13,145 in 1.2 petrol form and £14,180 in 1.6 diesel form.
Start/stop and regenerative braking technology will be standard on all models in the range.

We are testing the 1.4-litre TSI engined car, a flagship model which is tipped to be a big seller.


In terms of design, the car doesn’t aim up at the sheer cheek of the MINI, but works hard to convince you that it’s a fully fledged member of the Audi family, rather than a stand-alone baby car.
There is the typically Audi grille, a steeply sloping c-pillar and a hatch that looks like a 60 percent copy of the one on the Q5.
It gets daytime running lights similar to the ones in the new A8, too, and they even have a front-facing camera that detects oncoming cars at night and automatically switches between high and low beam.
Oh, and there is also Competition Aerodynamics pack (for a car that will never see competition) and there is the ubiquitous S-Line package at the top of the range.

If there has been widespread customer criticism of the quality of the plastic material on the current MINI, look no further than the A1 if you want to know how well it can be done...

There’s a long, curved instrument panel that gives the impression of being impossibly wide for a car this size, four round vents that can be coloured as you wish and a pop-up 6.5-inch MMI screen for everything from navigation to the audio system.
There is a pair of cupholders, coin holders and a general cubby hole, plus healthy door pockets and an unusually useful glovebox, too. The seats look a bit flashier than they do on any other Audi, and rear legroom is useful for children and, on short trips, adults.
They’ve given the luggage space more thought than MINI, too, because there are fold-down curry hooks on both sidewalls, an elastic holding strap on one side, a perfectly flat floor and four tie-down hooks. And it’s much bigger when you fold down the rear seats.


Where Audi has filled the A1 with the signature interior quality you’d expect, they haven’t quite given it the chirpy character of the MINI and, in terms of its performance, this car is clearly after the One, not the Cooper S.Even with the direct-injection, turbo-charged 1.4-litre petrol engine sitting across the front axle, the A1 isn’t going to scream off into the distance in a haze of tyre smoke.

Instead, it’s going to be strong and flexible in any gear, at any time. The 1.4-litre engine has 120bhp, so it’s no weakling at high revs, but its real strength is between 1500rpm and 4000, where all of its 200Nm of torque is available for heavy lifting all of the time.That it gets from 0 to 62mph in 8.9 seconds is really only half of the story, because the rest is about its flexibility, which is very helpful around town.It’s a smooth engine, too, and has a cranky little rort to it on full throttle blasts, with the exhaust note getting deeper as it pulls past 4000rpm and then yelling in enthusiasm right up high. But it’s never intrusive and, when it’s mated to the optional seven-speed DSG (or whatever Audi’s calling it these days), it’s pretty slick, too.There’s good fuel economy as well, with Audi claiming 5.2 litres/100km, or 52.3mpg, and that number is helped by the stop-start system that isn’t as smooth on takeoff as it probably should be, but that’s about it for driveline grizzles.There is a smaller, 1.2-litre turbo petrol motor if you want to spend less up front, and a pair of 1.6-litre turbo-diesels, with economy under 70mpg, if you want to spend less over the car’s lifetime.Ride quality is a big issue around the cities and the A1 is surprisingly supple – at least in its standard form. Its handling is clean and neat, rather than the edgy sharpness of the MINI family, but its ride quality easily surpasses the British car.
But the big question remains... Should you buy one over a MINI? Don't miss our forthcoming test, which will offer the question once and for all.
For now though, while we love the A1's grown up feel, it's comparative lack focus on sportyness is the single question mark.
While we love the looks, the practicality, the refinement and the grown up feel, a decent injection of driver appeal would transform the car.

Mercedes SLS AMG Black Edition by Kicherer

Kicherer has unveiled a new styling and performance package for the Mercedes SLS AMG.
Dubbed the Black Edition, the car features a matte foil-wrapped exterior, a front spoiler lip, a revised rear diffuser, and 20-inch RS-1 wheels. Other goodies include an adjustable sports suspension (with a lift feature), matte black exterior accents (instead of chrome), and a Kicherer badge on the hood.
In terms of performance, the SLS is outfitted with revised ECU and a stainless steel sport exhaust system. Thanks to these modifications, the 6.3-liter (6208cc) V8 produces 620 hp (629 PS / 462 kW) instead of 563 hp (571 PS / 420 kW).

Hennessey VelociRaptor 600 and 800 based on Ford F-150 SVT Raptor 6.2

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Texas-based tuners Hennessey Performance has finished development on the Hennessey VelociRaptor 600 Twin Turbo and VelociRaptor 800 Twin Turbo trucks, based on the recently-released Ford F-150 SVT Raptor . Both special vehicles use a 6.2-liter V8 engine, just like the base model, but with a host of upgrades.Getting the VelociRaptor 600 to produce 605 horsepower (451 kW / 613 PS) and up to 622 ft-lb (842 Nm) of torque was no easy feat. The company installed twin ball bearing turbochargers, dual intercoolers, improved fuel injection system, and a new stainless steel exhaust. Aside from modifying the engine's control unit, the firm adds an electronic boost controller, dual blow-off valves and dual 44 millimeter wastegates.It takes a bit more to make the truck a VelociRaptor 800. After adding aluminum pistons, steel connecting rods, a balanced crankshaft, and further modifications to the ECU, the engine kicks out 810 hp (604 kW / 821 PS). Maximum torque rises to an impressive 745 ft-lb (1009 Nm).Look for the Hennessey VelociRaptor 800 to sprint to 60 mph in about five seconds flat, with the 600 being a few tenths of a second slower. Pricing for the upgrade package starts at $22,950, with installation costing an additional $7,000. Base price of the 2010 Ford F-150 SVT Raptor begins at about $42,000.

2011 5-Series sold out worldwide

Those of you looking to buy a 2011 BMW 5-Series may have to wait longer than expected. The sedan has already been a hit for the automaker, who now reports that they are sold out of the model.Fear not, 5er fans. The result is that the newest customers will have to wait an additional, but not agonizingly-long, three or four months for delivery. The popular car is expected to make up as much as 17 percent of BMW sales in the United States.Though the car shares 70 percent of its parts and technology with the decidedly more expensive 7-Series, the 5-Series costs $25,600 less than the company's flagship model. The new 5-Series has a starting retail price in the States of $44,550.We wonder if some dealerships will try to add a premium on top of this cost, because of the early sell-out.The 2011 BMW 5-Series went on sale in Europe this past March, with American sales beginning this week.

2011 Suzuki Swift: Interior, more specs & new images revealed

New interior photos of the next generation 2011 Suzuki Swift show a car with a smoother dash, a built in retractable screen, automatic climate control, Bluetooth, and a USB port. The car, which will be sold as both a three-door and five-door, will have more ventilation than the previous model, as well as keyless ignition and a new selection of sport cloth for the interior.Full specs show that the car will be sold at launch with a choice between a 1.2-liter WT petrol engine, and a 1.3-liter DDIS diesel. The four-cylinder 16-valve petrol unit produces 93 horsepower (69 kW / 94 PS) and up to 118 Nm (87 ft-lb) of torque. Alternatively, the direct injection diesel, also a 16V four-banger, produces 74 horsepower (55 kW / 75 PS) and up to 190 Nm (140 ft-lb) of torque. Petrol buyers get a choice between a five-speed manual transmission or a four-speed automatic, while the diesel only comes with the manual.The 3,850-millimeter long car is 1,695-mm wide and 1,510-mm high (151.57" x 66.73" x 59.45"), and has a wheelbase of 2,430 mm (95.67"). This means the car is 2.5-percent longer, with a 40-mm longer wheelbase, providing both more legroom and more cargo space. Hopefully, this will not detract from the Swift's small car charm.Still, the car's scant kerb weight ranges from 945 kg to 1110 kg, depending on the transmission and added options. By keeping the weight low, the relatively petrol engine and manual transmission get the three- and five-door to 100 km/h in 12.3 seconds. Add 0.4 seconds to the time with the diesel, or 1.2 seconds with the automatic transmission. All of the manual transmission cars top out at 165 km/h, while the automatic models peak at 160 hp.To help increase fuel efficiency, the petrol engine with a manual transmission will likely get a start/stop system. Without start/stop, fuel economy on the petrol ranges from 5.0- to 5.5-liters of fuel per 100 km (47 to 43 mpg), while the diesel gets a combined 4.2 liters of fuel per 100 km (56 mpg). This leads to CO2 emissions ranging from 109 to 126 grams per km.Look for the 2011 Suzuki Swift to hit the market by the end of this year.

Tokyo Motor Show set for December 2011

The dates for the 42nd Tokyo Motor Show have been set, and they're a little later in the year this time around.
The event--which will run for three fewer days than the 2009 show--is scheduled for Dec. 2-11, 2011. The shorter schedule is meant to foster a better environment for exhibitors, the Japan Automobile Manufacturers Association said.
The show's venue has also changed, moving from Makuhari Messe to Tokyo Big Sight.

Organizers optimistic for 2011 Detroit auto show

Tucked away in a secluded conference room in Cobo Hall on an arctic afternoon in Detroit last January, AutoWeek editors heatedly debated our Best in Show Awards.
As we pondered the Audi E-tron, the Cadillac XTS Platinum concept and a couple of other worthy candidates, an unlikely choice arose--the North American International Auto Show itself.
Naming the show Best in Show (aside from creating one of the most awkward headlines ever on the pages of this storied magazine) would have been a fairly unconventional move. But it had serious support, and we were in nearly unanimous agreement based on merit.
Ultimately, we did go with the E-tron (“Big Rebound,” AW, Jan. 25, 2010), for its striking sheetmetal and potential as a game-changer for Audi.
Still, the revitalization of the signature event in Detroit was not lost on our editors, who spend much of their time on airplanes crisscrossing the globe. Even to our jaundiced eyes, the Motor City show, while not blockbuster, had renewed momentum in 2010.
Enter 2011.
Yes, it's still warm and the blustery winter Detroit auto show is still nearly seven months away. But organizers say next year's event will continue to build on the previous edition, which featured almost 40 reveals and 5,000 media from 60 countries. Attendance for the public days also spiked by 65,000 over 2009 to 715,000. There was a brief fire above the Audi stand, but it was quickly put out and the show rolled on without further issues.
Much of the strong showing can be attributed to the health of the domestic auto industry. An enduring message from last January was the poignant realization that the Detroit Three had, in fact, picked themselves up off the mat and could fight their way back from recent struggles.
Industry conditions will always cast a shadow, particularly in rust-belt Detroit, but auto shows are really about sheetmetal. For 2011, the NAIAS has a full show floor, and Fisker will return after a one-year absence. Additionally, Saab--under new ownership--will have its own display apart from the General Motors stand. A feature called the Gallery, held at the nearby MGM Grand Casino with spotlight luxury and sports-car marques, also will continue. Organizers, however, had no update on companies such as Nissan that have left the show in recent years.
What's next? Show officials remain optimistic for 2011 and point to subtle upgrades in the building where it's held, the venerable Cobo Center, as a key reason. European automakers such as BMW and Audi have continued to have a significant presence at the show with fresh product reveals and top executives.
At the moment, the status of the Detroit auto show is perhaps best summed up by the low-key mayor of Detroit, Dave Bing. The former basketball star spent the first 12 years of his career with the Pistons when they played at Cobo, and he's intimately familiar with the car world as the founder of a successful parts company.
As he put it, “I think we've surprised a lot of people. They're coming back. They're coming back in droves.”
We'll see.

More than 100 Lamborghinis gather for Swiss driving tour

It's always exciting to spot a Lamborghini on the road, so imagine what it would be like to witness the Lamborghini St. Moritz event in Switzerland.
In celebration of the House of the Raging Bull, this year's event brought out more than 100 Lamborghini cars June 18-20.
The recently launched Gallardo LP570-4 Superleggera led the road tour out of St. Moritz. The tour continued through the Swiss Alps, ending in Davos.
One of the tour's highlights was a Lamborghini Gallardo police car, which was provided by the Italian state police.
Other participating models included a 1973 Miura Jota and a Jalpa from the 1980s.

Ferrari retail takes on Park Avenue

The Ferrari Store of New York is officially open, and window-shopping has never sounded so good.
Located at Park Avenue and 55th Street, the retail store sells model cars, Cavallino sportswear and other Ferrari merchandise.
During a private event on June 23 to celebrate its grand opening, the store displayed several Ferrari favorites, including a 1959 250 California, a 1984 GTO, a 458 Italia and a 599 GTO.
The New York location is the 37th Ferrari retail store to open worldwide and the fifth location to open in the United States.

2010 Nissan Altima Coupe 3.5 SR, an AW Drivers Log

ASSOCIATE EDITOR JONATHAN WONG: The mild 2010 refresh does a lot for this car from a visual standpoint. With a new front fascia and hood, it almost looks like a miniature Infiniti G37 coupe if you look at it from a front three-quarter view, which isn't a bad thing at all. And to make the range-topping model sound a bit sportier, the trim level has been changed from the 3.5 SE to the 3.5 SR.
My main complaint about the Altima is that it's always felt too loose. The steering is way too light with little feedback. The shift action of the six-speed manual gearbox also feels just a bit too light and notchy. Other than those complaints, I like the rest of the car. The only other competitor I can really think of in this class would be the Honda Accord coupe, after Toyota put the kibosh on the Solara. Thankfully, both entries are strong overall.
Getting back to this Altima coupe, other new touches for 2010 include the revised interior with better materials, and the center console redo looks sleeker. The backup camera is a neat to have come up on the center radio screen. I also like the new red leather interior option that looks awesome with the car's dark slate paint job.
For the drive, it's quick off the line with 270 hp going to the front wheels. I didn't have too much trouble getting the power to the ground with careful modulation of the throttle, and torque steering wasn't a big issue, either. There is a good amount of grip in turns with some roll, but not enough to turn me off on the car, and the brakes are strong and responsive. When just rolling around town, most bumps and potholes will be felt, but it's nowhere near teeth-shattering and is easy to deal with on a daily basis. It's just the price you pay for a sportier ride.
Between this and the Accord coupe, I would have a tough time deciding. I haven't been in an Accord coupe in a long time, but I know I like the steering, transmission and smoother engine better. However, this Altima coupe has grown on me, too. I'll have to reserve judgment until I drive an Accord coupe again. Both are good coupes, though.
SENIOR WEB REPORTER GREG MIGLIORE: This is really a nice coupe that offers a hint of sport and luxury.
The interior is very sharp, and our tester outfitted in a maroon color was one of the nicest shades I've seen in awhile. Contrasted with the black solid parts, it's very aesthetically pleasing.
As much as I liked how the cabin looked, it was loud at speed on the expressway with noticeable amounts of wind and road noise. Plus the passenger seat vibrated for no apparent reason.
The Altima coupe drove in a fairly sporty manner. This is not the 370Z, but it's actually in the same neighborhood pricewise. All things being equal, I'd Z up without thinking twice. But the Altima coupe is a nice ride, especially with this smooth-shifting manual. The clutch has an easy take-up and rowing the gears is a breeze. The downshifts return a satisfying response, and acceleration is no problem. The 270-hp output is clearly evident, and the V6 is a well-chosen powerplant for this car. The steering offered a nice feel and conveys the right vibe for a personal coupe.
I really liked the sheetmetal on this car. It hangs well on the two-door iteration, and the headlights look luxurious--really nicely done with attention to detail. I liked the lines and the curves; it's sharper than most in this segment. It seems as if Nissan is really trying to make this car stand for something and give it a premium feel. Overall, this is a nice product in a sometimes forgotten part of the market.
2010 Nissan Altima Coupe 3.5 SR
Base Price: $30,320
As-Tested Price: $30,495
Drivetrain: 3.5-liter V6; FWD, six-speed manual
Output: 270 hp @ 6,000 rpm, 258 lb-ft @ 4,400 rpm
Curb Weight: 3,294 lb
Fuel Economy (EPA/AW): 21/21.5 mpg
Options: Floor and trunk mat set ($175)

2011 Mazda 2, an AW Flash Drive

What is it?
The 2 is Mazda's new B-segment contender, which finally arrives in the United States as a 2011 model to take on the likes of the Honda Fit, the Toyota Yaris, the Nissan Versa and its platform mate, the Ford Fiesta. Originally launched in 2007 outside of North America, the 2 has received numerous accolades, including being crowned the 2008 World Car of the Year.
Even with North American Mazda dealers clamoring for the 2, Mazda decided to hold off bringing it here until the car underwent a heavy refresh, which makes the Mazda a late arrival to an increasingly competitive segment. However, Mazda North American Operations CEO Jim O'Sullivan chose to put a positive spin on the car's late arrival: "We're last out but best dressed."
As with all of its products, Mazda claims to have infused the pint-sized 2 with some MX-5 traits. Directly linking the 2 and the MX-5 is the weight-reducing gram strategy Mazda used when developing the car. High-tensile steel was used to strengthen the body while also cutting 50 pounds, unsprung weight in the suspension was shaved by 28 pounds, and the wiring harness was optimized to eliminate another 6.4 pounds. After all was said and done, Mazda engineers dropped the curb weight of the base car to just 2,306 pounds, while its Fiesta cousin weighs in at 2,537 pounds.
The weight loss is key because the 2 only comes packing 100 hp from a 1.5-liter I4 mated to a five-speed manual or available four-speed automatic transmission. So even with a horsepower disadvantage, having less mass to move around aids the 2's performance feel, along with careful tuning to the suspension, steering and brake systems.
While the 2 is also available as a sedan in other markets, Mazda will only bring the hatchback to the United States. And to keep things simple, only two trim levels will be offered: a base Sport and a premium Touring model. The Sport includes 15-inch steel wheels with hubcaps, body-color side mirrors and door handles, power windows and locks, four-speaker AM/FM/CD/MP3 stereo, auxiliary audio-input jack and keyless entry. Upgrades to the Touring are 15-inch aluminum wheels, fog lights, rear spoiler, better-fabric seat inserts with red piping, a leather-wrapped steering wheel with audio and cruise controls and a six-speaker sound system.
Standard safety features on all Mazda 2s include antilock brakes with electronic brake force distribution, stability and traction control and a brake override system.
How does it drive?
We'll admit, the idea of 100 hp had us concerned before turning a wheel in the new 2. Even after sitting through a presentation outlining the car's weight savings and the sporty tuning to the suspension, steering and brake systems, we had our doubts. To that, the Mazda folks just told us to go drive it and get back to them.
To start off, we jumped into a Touring model equipped with the optional four-speed automatic. After a few miles frequently stopping and accelerating, we couldn't complain too much in the power department. By no means is the 2 fast, but compared with others in the class it feels just as quick to get up to speed. Of course, more power would be welcome (what car in this segment couldn't use more power?), but to blend in with expressway traffic and accelerate away from stoplights, the 2 is up to the task.
The transmission provides smooth shifts, but with only four gears to work with, we closely paid attention for engine noise on the expressway. There, we were impressed with how well buttoned-up the interior is from engine and wind noise. Without question, the NVH in the 2 is one of the best--if not the best--in class.
We amped up our driving when we got a crack at a five-speed version and were not disappointed. The light clutch effort took a few minutes to get used to but wasn't a problem, with crisp and precise shifts from the gearbox. Around a few twisty portions of the drive route, the 2 showed great composure and stayed nearly flat through them. When it came to damping, the suspension soaked up road imperfections beautifully and easily eclipses competitors from Honda, Toyota and Nissan.
The electric steering is tuned well, providing nice feedback and a satisfying amount of weight. The brakes were equally good and strong with a solid pedal feel.
The seats offer adequate support and kept us comfortable during our four-hour drive. The seating position was good even with the steering wheel only able to be tilted and not telescoped. The majority of the interior is constructed from hard but good-looking plastics with nice finishes. A quick dive into the back seat found legroom to be a little tight, but there is enough space for average-size adults on short trips.
Overall, we were impressed and never did get back to the Mazda representatives to give them hell about only having 100 hp.
Do I want it?
If you're looking for a stylish, affordable and dare we say fun-to-drive compact hatchback, the 2 makes a serious argument. The big strike against the 2 is that it's not the ultimate champion in fuel economy for the class, with the manual returning 29/35 mpg city/highway and the automatic getting 27/33 mpg city/highway. This is while Ford is trumpeting the 30/40 mpg city/highway rating for the Fiesta with a six-speed dual-clutch transmission.
However, the Mazda packs its lively drive character, large list of standard content and affordable price point to help close the gap to the more powerful competition. So if you care about driving entertainment a little bit, then Mazda has your number. As we said, even with the automatic--which Mazda expects to make up 80 percent of sales--the car is an enjoyable ride. And if you spring for the range-topping Touring model with the optional automatic transmission, the car will still come in just shy of $17,000 at $16,985, including destination costs.
But at the other end of the spectrum, the Sport version with the five-speed manual we drove was also a pleasant ride and didn't feel like a budget wheels penalty box in anyway. And for $14,730, we see it as quite the bargain.
2011 Mazda 2
On Sale: August
Base Price: $14,730
Drivetrain: 1.5-liter, 100-hp, 98-lb-ft I4; FWD, five-speed manual
Curb Weight: 2,306 lb
0-60 MPH: 8.9 sec (est)
Fuel Economy (EPA): 31 mpg

Hyundai plans bigger V8 for Genesis, Equus

When the Hyundai Equus luxury sedan goes on sale this fall, it will be powered by the 4.6-liter Tau V8 from the Genesis sedan. But at an unspecified later date, both the Equus and Genesis sedans will get a new 5.0-liter version of the Tau engine making 429 hp and 376 lb-ft of torque.
Hyundai also is working on all-wheel drive for its rear-wheel-drive cars, which is to say the Genesis and Equus, which ride on different versions of the same platform.
The bigger powerplant will not fit in the Genesis coupe, which is powered by a 210-hp, 2.0-liter turbo four or a 306-hp, 3.8-liter V6.

Lamborghini sets record with 10,000th Gallardo

Lamborghini has achieved a production record by producing its 10,000th Gallardo--a number the Italian automaker has never before accomplished with another model.
Before being delivered to its owner, the 10,000th Gallardo will be displayed in Shanghai during Lamborghini Day on June 25.
“Production of car number 10,000 is a very important milestone for Lamborghini,” said Stephan Winkelmann, president and CEO of Automobili Lamborghini. "The Lamborghini Gallardo has played an exemplary role in defining and delivering our brand reputation into our worldwide markets.”
The Gallardo model range includes the Coupé, the Spyder, the Superleggera, the Gallardo SE and the Nera.