2011 Porsche Cayenne

The Porsche Cayenne wears many hats. It masquerades as both the automaker’s entry-level vehicle and as its flagship turbocharged SUV. Broad-shouldered in stature, one variant can blast to 60 mph in less than five seconds and top 170 mph, while another may be propelled quietly under the emissions-free power of electricity. Regardless of where they rank in the hierarchy, multi-talented Cayenne models are capable of traversing deep streams, towing 7,700-pound trailers and carrying five passengers and their luggage into the hands of waiting luxury hotel valets.

Displacing 3,598 cubic centimeters, the direct-injected 10.6-degree V6 features an iron block and aluminum cylinder heads. Unlike the all-aluminum 90-degree V6 in the Panamera, the Volkswagen narrow-angle “VR6″ powerplant does not have balance shafts (our calibrated rears say the Porsche V6 is slightly smoother).

Realizing the wheel/tire/brake packages are upgradeable on all trim levels, it’s difficult to tell the models apart without checking the scripted badge on the hatch or catching a glimpse of the front. It’s the nose that differs. The Cayenne Turbo wears an aggressively large grille and intake, while the normally-aspirated models share smaller grilles (the V8 model is finished in black, while the V6 receives an aluminized finish). The Cayenne V6 also sports twin brushed stainless steel oval exhaust outlets, just like the Panamera V6.

With the key in our left hand, we climb into a nondescript six-cylinder Cayenne wearing 19-inch wheels (wrapped with 265/50YR19 Pirelli tires). The all-new interior mirrors the elegant styling of the Panamera sedan – very upscale and meticulously finished from its beautiful wood and aluminum accents to the leather stitching on the dashboard. The seat and steering wheel are infinitely adjustable and outward visibility is good, although the backup camera does help.

As mentioned in our first driving impressions a few months ago, the Cayenne platform is incredibly enjoyable to drive. Its driving mannerism are more “big sedan” than oversized ‘ute, meaning the brakes and steering are responsive to the driver’s inputs, not merely taking suggestions. It doesn’t feel nearly as ponderous as the Audi Q7 or as heavy as the BMW X5 when touring tight city streets.

More than content with its performance around town, we steered the six-cylinder Cayenne towards the Autobahn to try its powertrain under more demanding conditions. As stable at high speeds as it is sitting still in a parking lot, the SUV easily held velocities between 80 and 110 mph. As expected, it does lose most of its stamina as the speed increases over 90 mph (e.g., the Cayenne Turbo rockets to 125 mph in about 13 seconds, while the Cayenne V6 does it in a longish 35 seconds). With patience, and a long open stretch of road, we were able to coax it up to an indicated 134 mph, although Porsche claims it will run 143 mph if given the opportunity. When it came time to bleed off the speed, the standard brakes were more than up to the task.

Porsche has priced the Cayenne very aggressively. The entry-level six-cylinder model starts at $46,700, making the base SUV the automaker’s least expensive offering in the States. Shaving more than another second off the 0-60 sprint, the eight-cylinder Cayenne S begins at $63,700. The new Cayenne S Hybrid begins $67,700, while the flagship Cayenne Turbo has a base price of $104,800.

But we wouldn’t buy the six-cylinder Porsche Cayenne for its engine.

Despite the fact there’s nothing inherently wrong with the lesser power unit – it’s more than competent – Porsche offers much better combustion routes if you are seeking pavement-pummeling power and a hybrid option if you are on a quest for fuel economy. Instead, consider the entry-level 3.6-liter V6 variant as a heavily discounted way to enjoy the Cayenne’s silky eight-speed Tiptronic, bulletproof platform, refined chassis dynamics, luxurious cabin amenities, surefooted all-wheel drive, accurate steering feel and impressive braking capabilities at less than half the cost of the Cayenne Turbo.

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Review: Audi A5

The racier roofline of the A5 means that the driver’s hip point is commensurately lower. It’s still nowhere near as sunken as the perches of most sports cars, but the A5 may not be ideal for those with mobility issues. As you might expect, access and accommodations in the rear seats aren’t exactly commodious, although rear headroom is adequate (we managed to stuff a six-footer in back), anyone with longer-than-average legs may have an issue fitting comfortably in the back. At least there’s a switch that motors the entire front seat forward, allowing rear passengers some latitude to control their own limited leg room.

With the introduction of the A5 for 2008, Audi launched itself into a vehicle segment it had never competed in – one which has waned significantly over the past two decades. Not so long ago, the personal luxury coupe was one of the top selling segments in the U.S., but for a wide variety of reasons, the overall sales picture left it behind.

Now you might ask yourself, “How is an A5 in any way similar to the likes of a 1970s-era Chevrolet Monte Carlo or Ford Thunderbird?” At first glance, the A5 is something completely different, but when you dig below the surface, there are more similarities than one might think – particularly when considering the 2.0T model. Except for a few NASCAR-inspired specials, PLCs of the 1970s weren’t typically performance machines anyway – they focused more on style and creature comforts. And it’s here where the A5 delivers.

Over the past two decades, Audi has been steadily climbing the ranks to become one of the preeminent automotive design houses. Concepts through the 1990s and the 2000s included the original TT and Nuvolari showed that Audi was capable of delivering more than bland German executive lunchboxes. The real explosion began when the first-generation TT entered production, and ever since, Audi’s lineup has grown bolder with each successive model. The birth of the A5 brought mainstream Audi design to a whole new level, and it’s fair to say that not only is this coupe is among the most attractive Audis in existence, it’s probably one of the best looking coupes we’ve seen in decades.

While the high-powered S5 coupe and cabrio balance sophistication with performance, the reality is most A5s are powered by a much milder 2.0-liter TFSI inline-four. But that’s not necessarily a bad thing. Larger coupes have almost always been more about style than substance, but all vehicle segments evolve over time, and the coupe market has proven no different. Over the years, mass-market brands looking to flesh out their lineups have embraced coupes as a way to add new variants of existing models without ballooning costs. The result was a proliferation of “coupes” that were often little more than two-door sedans that sacrificed ease of rear access without adding any real style. Worse yet, American personal luxury coupes became baroque and grotesque, and ultimately, a lack of substance contributed to their eventual demise.

We’ve become quite familiar with the A5′s shape over the last several years and it’s holding up incredibly well. Sharing the same mid-sized B8 platform as the A4 sedan/wagon and Q5 crossover, the A5 is clearly a modern Audi. However, the A5 has unique dimensions and proportions from its siblings, being lower, longer and wider than the A4 sedan, while riding on a shorter wheelbase. Combined with the 19-inch wheels, the overall effect is a more voluptuous effect than its sedan sibling.

The interior of the A5 will be instantly recognizable to anyone familiar with contemporary Audis. Two large primary gauges flank a central information display where the driver can page through an array of data. Everything from fuel economy to iPod tracks are directly in front to minimize looking away from the road. Our A5 tester was blessed with the Sport Package’s optional front chairs, and their enhanced lateral bolstering and manually extendable thigh bolsters were more than welcome. The thick-rimmed steering wheel is grippy and adjustable for both reach and rake.

A normally aspirated and direct-injected 3.2-liter V6 is also available, but while it produces 265 hp, it’s down on torque to the inline-four with just 243 lb-ft. Further, the beefier powertrain adds an extra 200 pounds of heft, so you gain nothing over the four-cylinder model in performance and consume more fuel at the same time. With the extra weight hung out over the front axle, you also don’t net anything in driver engagement, especially in North America, where V6 is paired exclusively with six-speed automatic transmission. The bottom line? Both models accelerate to 60 miles per hour in 6.4 seconds and you stand to have more fun getting there in the 2.0T, though one could certainly argue that the V6 makes a more appealing noise.

Another benefit of the entry-level drivetrain is its more desirable weight distribution. Along with the 40/60 front-rear torque split of the latest Quattro all-wheel-drive, there’s remarkably little understeer compared to past Audis. Unlike the S4, the A5 doesn’t feature Audi’s trick torque vectoring rear differential, but buyers looking to push their coupe hard enough to notice will probably opt for the higher-performance model anyway. One thing every driver will notice, however, is the electro-hydraulic power steering assist. It’s a tad light at low speeds, but firms up beautifully as speeds increase and has no disconcerting on-center dead zone.

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New York Auto Show 2010: 2011 Chevrolet Cruze Eco

For the past week, we’ve been hearing all about the latest iteration of the Chevrolet Cruze, the 40-mpg Eco model. While the name is rather uninspired (Eco’s the best they got?), the technology that allows the Cruze Eco to hit that lofty number is anything but. Here’s the really interesting part: Chevy is claiming that fully 70% of Cruzes will feature the 1.4-liter variable-valve timing turbo I-4, including the Eco model. But wait a moment, how does the Cruze Eco achieve such lofty mileage with the same engine (same power, too – 138 horsepower @4,900 rpm, 148 pound-feet of torque @1,850 rpm)? Keep reading.

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Subaru racing car BRZ GT300

Already, it became known that this car will be Subaru BRZ GT300. The car was built specifically to participate in this championship, and to replace him model Subaru Legacy STI, which now participates in all the Japanese competition. From a design standpoint, a racing version is quite different than its urban counterpart. In sports you can find variations of carbon fiber splitter, larger air ducts, air intakes on the hood, rear spoiler and new rear diffuser.

Everyone has long been known that the automaker Subaru to take part in the Japanese racing series Super GT. However, until recently was unknown what kind of car will be presented as a participant in events.

As for the engine, the Subaru engineers have equipped the GT300 two-liter four-cylinder engine STI, which is now able to give out 300 horsepower, this is limited and the class championship.

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Suzuki combined car and motorcycle Q-Concept Live Photos Tokyo 2011

According to the staff Suzuki, Q-concept is an ideal vehicle for city dwellers, because finding a parking space on the machine length of 2.5 m is very simple. In addition, we must remember that Q-concept and still get quite narrow . And the cost of operating such vehicles would be minimal, because the motion of Q-concept is an electric motor and batteries will last for 50 kilometers.

Suzuki introduced in Tokyo is a very unusual and interesting car, called Q-concept.

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Mitsubishi introduced a new Colt/Mirage 2013 at the motor show in Tokyo 2011

The new Mitsubishi Colt is equipped with a three-cylinder 1-liter engine with variable timing and CVT CVT. Fuel consumption model, equipped with a system of “start-stop”, according to official figures of 3.3 l/100 km.

Production of a hatchback starts at the factory in Thailand in March 2012. The vehicle is intended for sales in developing countries and in Europe. Brand new Colt will close by the end of next year.

Novelty less of the old Colt Length of 3710 mm hatchback (230 mm shorter), width – 1665 mm (-30 mm), height – 1490 mm (-60 mm).

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