Most Anticipated Vehicles Of 2011 by Fobes.com - top12

December used to be a special time for car dealers, the start of a new model year, when the latest vehicles would start arriving in showrooms drawing curious buyers looking for the newest styles and latest technologies.

Over the years, carmakers got away from the model-year calendar and started rolling out their latest designs on a staggered basis to keep consumers interested all year long.
Still, autumn is the traditional start of the new model year for the auto industry, and the theme for 2011 is unmistakable: small, fuel-efficient cars.
he 2011 offerings reflect America's changing priorities after a spike in gas prices in 2008 and tough new emissions rules enacted by the U.S. government.

Of course, there are some high-profile debuts, most notably the Chevrolet Volt plug-in hybrid, perhaps the most-hyped car in history, and the Nissan ( NSANY - news - people ) Leaf all-electric, both due in November. While the Leaf runs on battery power alone, with a range of up to 100 miles on a single charge, the Volt has a backup engine to recharge the battery for longer trips and to relieve what General Motors calls "range anxiety." GM recently revised the Volt's range on battery power to 25 miles (from 40) but it doesn't really matter if you've got the gasoline engine to keep you going.

But assuming you didn't already put down a deposit on one of these plug-ins, you'll find plenty of other green choices on dealer lots.
Most are fuel-sipping compacts or subcompacts, like the Chevrolet Cruze, hitting dealerships now, or the overhauled Ford Focus, which goes on sale early next year. The Cruze replaces the ho-hum Chevy Cobalt, which just couldn't compete with other small cars in its class. It offers two fuel-efficient engines capable of up to 40 miles per gallon. It also offers a range of new safety features, including 10 standard airbags, and a more refined interior. The big question is whether Americans accustomed to discounts will pay $17,000 to $23,000 for a small Chevrolet.

Ford Motor has already been testing the theory of small premium cars, with some success. The new Focus is the next step in Ford's effort to remake its car lineup, and it can't arrive a moment to soon. The current Focus has grown tired and hasn't kept up with the competition. It now sells for less than the smaller Fiesta subcompact, which went on sale earlier this year. Ford hopes Focus buyers will follow the pattern set by Fiesta owners, who've been willing to spend more for extras like leather seats, premium stereos and wireless connectivity.

Some of the new models for 2011 are really tiny, like the bulb-shaped Fiat ( FIATY.PK - news - people ) 500, which will be sold by Chrysler dealers early next year, and the Scion IQ, a teeny two-door designed for urban dwellers. It's about the size of a Smart ForTwo, and only half as ugly.

Hyundai Equus
This $60,000 luxury sedan is the biggest stretch yet for the Korean carmaker, which has steadily improved its reputation over the past decade. While it doesn't fit the trend of small fuel-efficient cars, it's still an interesting car to watch. The Equus will try to go up against the Mercedes S-class and the Lexus LS. Given Hyundai's success to date, the Equus shouldn't be underestimated.

BMW X1
This baby SUV from BMW, due in early 2011, is based on the 1-series compact. It slots in below the redesigned X3, which has just started production at BMW's recently expanded factory in South Carolina. The X1 would be a strong entry in the small luxury crossover market.

Kia Optima
Like its larger Korean sister, Hyundai, Kia's vehicles are becoming a lot more attractive and reliable. This redesigned mid-sized sedan shares a platform with the hot-selling Hyundai Sonata, which is getting rave reviews from automotive critics. It goes on sale this fall, with a hybrid model arriving early next year.

Scion IQ
This two-door micro-car from Toyota's youth brand is aimed at urban dwellers who spend most of their time zipping around the city or looking for a place to park. It's about the size of a Smart ForTwo, and isn't quite as weird-looking. The design is still pretty unusual, though, and might turn off some people when it goes on sale in early 2011.

Nissan Juke
This crossover is intended as an SUV version of the compact and fuel-efficient Versa hatchback. It, too, is aimed at young buyers, and comes with optional luxury features like leather seats, push-button start, navigation system and a power sunroof.

Volkswagen Jetta
Arriving this month in VW dealerships, the redesigned Jetta is part of the first wave of a renewed assault by Volkswagen in the U.S. market. It comes with a lower base price, starting around $16,000.

Mini Countryman
Minis are getting bigger. This is the largest Mini yet, and meant to look like an SUV. It'll be more practical, with more space and available all-wheel-drive, but it's still a Mini. Look for it early next year.

Ford Focus
The next-generation Focus was designed in Europe and is expected to be a huge step up from the American version that's been sold here over the past decade. Due in early 2011, it'll feature a direct-injection four-cylinder engine and a six-speed automatic transmission for improved fuel economy. Later in 2011 a battery-powered Focus will go on sale.

Fiat 500
This cute, bulb-shaped compact from Fiat is one of the bonuses of the Italian carmaker's role in rescuing Chrysler. Fiat plans to return to the U.S. market after a 30-year absence, and will sell the 500 through separate Fiat showrooms at some 165 Chrysler dealerships, starting early next year.

Chevrolet Spark
Due in the U.S. later next year, the Spark is a sporty entry-level vehicle designed by GM Daewoo Auto & Technology, General Motors' Korean subsidiary. It's part of a wave of new small cars from GM.

Ford Explorer
The iconic sport-utility has been redesigned on a car-like, unibody platform instead of a truck-based chassis. And it's been outfitted with new engines, including a turbocharged, direct-injection Ecoboost engine that promises a 30% improvement in fuel economy. It will go on sale early next year.

Chevrolet Cruze
Already a hit in Asia and Europe, the Cruze replaces the disappointing Chevy Cobalt, offering a more refined interior and better handling. Two four-cylinder engines are available, including a 1.4-liter turbocharged version that will get 40 mpg with a manual transmission. It's arriving in showrooms now.

2010 Mazda3

Mazda is now the second generation Mazda3 sedan fully Los Angeles Auto Show. The new compact sedan, which will be sold worldwide in spring 2009, shortly after the five-door hatchback. Although it is clear that the new Mazda3 and the current model to keep up with the Japanese concept of stylistic elements of its latest model, especially the Mazda6 and RX-8. The result is more aggressive than the sedan style does not go unnoticed.
The similarity to other models, the Mazda is clearly a taxi to the Japanese companies, which were refined in quality and materials. Among other features, Mazda3 Sport steering wheel with three branches blown down and multi-display, high in the central panel, easy navigation, audio and data travel.Spec-American model is the first course, two 4-cylinder gasoline engine is offered. Entry level, and the Mazda3 is the same 2.0-liter engine that developed 148hp at 6,500 rpm and the speed is 135 Nm of torque at 4,500 tons per minute, the most powerful Mazda 3, s, replacing the former 2.3 liters 156HP 2.5-liter engine with the 2009 Mazda6 more. Korb 167HP min at 6000 rpm and 168 Nm of torque at 4000 rpm.
A five-speed transmission is standard, and the Mazda3, Mazda3 S and the shift lever is equipped with six gears. Sports automatic electronically controlled five-speed transmission takes place in two models - assuming a 2.3-equipped Mazda3 4-speed automatic.Japanese automaker said that came with the Mazda3 2.0-liter engine is 25 mpg in city driving and 24 mpg with manual transmission in automatic mode. Kilometers of roads with 2.0-liter engine is 33 mpg with the transmission. Mazda3, s, 20 mpg in all conditions (see list on average). Equipped with six-speed is your city, 21 mpg rating is 22 mpg with a 5-speed automatic transmission. Rating is 29 mpg highway with the transmission. Although Mazda has not announced the price and the Level 3 Details of new equipment, industry, not all versions come as standard with six airbags and active headrests.Mazda 3 Sedan

Welcome back.
Familiar yet not so familiar? This is what Zoom-zoom team Malaysia done to our mazda 3. Compare down here to see what did they decided to it.

Some people call in the big smiley face, yet some people call it ahideous looking thing. Either way, Mazda team Malaysia has decided to paint the centre front of the car to the body colour. We personally think they did a great job and correct choice. It looks better now isn’t it ? Do leave a comment down this page and tell us what you think.

Moving on to the rear of the car. Aside from the uniquely design rear lights, do notice there’s no keyhole for you to slot in your key in the boot area. We didn’t manage to get the picture of the key but we can tell you that it has boot release function on the key itself. There’s also another function for the key itself. That you need to wait till’ Saturday. For now, think VW Golf Gti.

If you can see properly, there’s also side skirt attached with the car.

The leaf liked shaped foglights adapted designs from Mazda Furai and Kiyora.Notice there there’s a black splitter below the bumper. Styling and aerodynamics?

Side-view of the projector headlamp. Check out the design the 2 sleeping V “<<” in front of the projector lamp.

with Bi-xenon lights and foglights on.

Finally the interior, we didn’t really manage to capture the 2 layer dashboard but overall this is how it looks. We promise more on Saturday.Notice’s there’s many buttons and control that keep the driver’s hand on the steering wheel while playing with all the switches. The thing that we like the most is what we mentioned yesterday. Steering mounted paddleshift. We think it is handy because you can easily switch gears when you turning in directions. Unlike civic 2.0, which is not steering mounted.

Best of all you can actually change up/down gear with any side of the steering wheel & we heard that there’s a gear extra too (5-speed gearbox).

For those who’s not used to paddle shift. The activematic gear shift is retained.

The new audio system. Now supports mp3, wma and also there’s audio jack below the arm rest compartment for your own music player.

That’s all for today. The model you’re looking at is the Mazda 3 2.0 model. Do come back Saturday and we’ll go grab more detailed specification of the car. From the engine & transmission, exterior, interior, safety and others. Hope you continue to support fastmotoring.com and we promise more exciting news in the future. If there’s something you want to know about the car please leave a comment we’ll try to answer you or get back to you on Saturday.

Blings:
Breaks the bang-for-buck barrier into a billion bits
Six-speed manual
Top-shelf interior
Quieter cabin
Dings:
Tight back seat
Styling a bit hard to warm up to – particularly in the i Touring trim.
Ruling: A car that everyone, and we do mean everyone, can love. “Just because it isn’t fancy doesn’t mean it isn’t high quality.” That was a quote from Robert Davis, VP of Product Development for Mazda during a recent event at the company’s North American headquarters in Irvine. The quote was in reference to the way Mazda conducts it business and builds its cars, and it particularly struck a cord with me because that’s how I live my life; the highest quality with no frills attached. Davis was emphasizing Mazda’s continued focus on building vehicles that people are comfortable living with and being seen in. There is no stigma, attitude or social predisposition attached to a Mazda. You don’t have to be royalty, an heiress or have some kind of abbreviated title after your name. A Mazda is like your favorite pair of jeans; attractive, appropriate almost anywhere and so comfortable you sometimes forget you have them on. And if wherever you’re going doesn’t allow jeans, or a Mazda for that matter, then maybe it’s too fancy of a place to begin with.
Take for instance the MAZDA3 . Representing over 40 percent of Mazda’s sales, the brand would be floundering without this remarkable little runabout. If you read our 2009 MAZDA3 review, then you know how highly we regard this lovable machine. Quite honestly, if you hate the MAZDA3 , you’re either too highbrow, have insatiable standards and probably find the touch of denim anywhere on your body most disagreeable.
First Impressions
When we first saw the 2010 MAZDA3 in sheetmetal last November at the Los Angeles Auto Show, our initial reaction was indifferent. Quite honestly, we preferred the exterior design of the existing Mazda3. And although we like the company’s attempt to create a consistent, trademarked RX-8 fender look across all its products, we’re slow to warm up to the facelift designers gave the new Mazda3, which also resembles the RX-8’s new gesicht. The 3’s grille looks almost cartoonish, particularly in the i Touring guise.
We drove both the base MAZDA3 i Touring and the fully loaded MAZDA3 s Grand Touring, and the very first observation we made with both is the incredible improvement Mazda engineers have made with reducing road noise. The NVH levels inside are noticeably lower, but still don’t quite compare to the 3’s biggest competitor, the Corolla.
The MAZDA3 i Touring humps itself with a 2.0 liter DOHC 16-valve four cylinder good for 148 horsepower and 135 lb.-ft. torque, and returns an impressive 33 mpg highway result. The 3s Grand Touring gets the 2.5 liter DOHC 16-valve four banger, also found in the base MAZDA6 , which lays down 167 horsepower and 168 lb.-ft. torque. Although the s has more motivation and a sixth gear if you opt for the manual transmission, seat-of-the-pants acceleration wasn’t markedly different between the two. In fact, the 7.8 second 0-60 in the s is a few ticks slower than the previous generation, which is attributable to both 150 pounds more heft and the extra shift required to get to 60 mph in the new 3. The added heft and bigger engine also come at a fuel economy cost, but it’s slight, only dropping one mpg overall to 21 city/29 highway in the 2.5 liter.

But even though the new 3 gives up a little in the acceleration department, it absolutely hasn’t lost any edge with its adroit handling. The MAZDA3 has always been, and probably always will be, the most fun compact car to drive. Robert Davis even highlighted this fact in his speech. Honda might own fuel economy and Toyota might own reliability, but when it comes to driving excitement, Davis was emphatic that Mazda’s ‘zoom-zoom’ ideology will never relinquish its tenacious grip on the title.
Build
If you can find a better built, higher quality car for the money than a MAZDA3 , we wanna know about it. The interior plastics and gauges could pass muster in cars twice the price, and the NVH improvements makes the 3 feel even higher quality than the previous generation. It’s no surprise that the MAZDA3 comprises over 40 percent of the company’s sales.
Interior
Despite Davis’ remarks about Mazda not being fancy, seat yourself inside a fully-loaded s Grand Touring, and you’d momentarily question him; that is until you look at the anticipated sub-$26,000 sticker price. Heated seats with 8-way power and memory for the driver, keyless entry with push-button start, Bluetooth, navigation, adaptive front lights, rain-sensing wipers, dual-zone climate control…whew. The equipage is eye-popping, especially for the price. And not only does it come with a lot, but Mazda has actually improved upon an interior which we didn’t think needed any improving. The previous generation, with its red illuminated gauges evoked a sporty feel not found in any other compact. With the 2010 model, designers have stepped up the maturity level of the interior a bit, but without losing that energetic appeal.

The current Mazda 3 is a class-leading car. But while it is winning awards elsewhere for performance and handling, only the most basic versions come here in GCC-spec form, effectively crippling it against the likes of Honda and Toyota. The all-new 2009 Mazda 3 is just around the corner. To be unveiled at the 2008 Los Angeles Auto Show in November, the new car is set to revolutionise compact cars again.
Still based on the awesome Ford Focus platform, the new 2009 Mazda 3, which might come here as a 2010 model, will take styling cues from the new Mazda 6, but utilising a sporty grille-less design. These renderings were released by two British magazines based on spy shots. We’ve modified their renderings to be more realistic, adding a taller ride height and more practical ground clearance.

ALL-NEW 2010 MAZDA3 SEDAN TAKES CENTER STAGE AT THE 2008 LOS ANGELES AUTO SHOW
Developed in line with Mazda’s Sustainable Zoom-Zoom philosophy of engineering vehicles that are fun to drive, satisfying to own, and environmentally responsible, the all-new MAZDA3 is one of the most anticipated product launches at the 2008 Los Angeles Auto Show.
The popular MAZDA3 – the company’s best-selling vehicle worldwide – arrives as a fully reengineered, completely redesigned, second-generation compact sedan providing:

* A richer looking, more dynamic exterior design
* Added driving enjoyment with improved performance in all areas
* Progressive environmental and safety features
* A higher level of standard and optional equipment
* A level of sophistication above that available from any other car in the segment

The new MAZDA3 is perfectly positioned for the rapidly changing auto market. It offers a mix of quality, styling, power, dynamics and fit and finish that hits the bulls-eye for today’s customers. In typical Mazda fashion, MAZDA3 will offer standard and optional equipment simply not found on other cars in this class – exactly what buyers looking for more value and less bulk want.

This 2010 edition stands on tall shoulders: the first-generation MAZDA3 earned 90 major awards from expert critics and achieved a 1.8-million sales volume during its five years serving customers all over the world. One in three Mazdas sold is a MAZDA3. Even at the end of its build life, the first-generation MAZDA3 continued to earn accolades as a leading consumer magazine recently named this car as one of the most reliable compact sedans money can buy.

MAZDA3 Program Manager Yoshiyuki Maeda established ambitious goals for Mazda’s most popular car line, “We were determined to advance the Zoom-Zoom driving experience to new heights because that unique feeling lies at the very heart of Mazda. On the heels of the original MAZDA3’s success, we aimed to again exceed the expectations of customers all over the world by a wide margin. This meant providing drivers with a sense of exhilaration whether they were in motion, seated in the MAZDA3’s cockpit, or enjoying its appearance from outside.”



On what it takes to develop a true “world car,” Maeda added, “The development process began with careful study and identification of what features and performance qualities would be needed. That initial phase ended with my conclusion that every driving characteristic was eligible for improvement to reach our Zoom-Zoom goals. Mazda engineering and R&D departments in Japan, Europe, and the US all contributed to the MAZDA3’s renewal effort and the development of the company’s new world car.”
EXTERIOR DESIGN
RECOGNIZABLE AS A MAZDA3 BUT MORE EXPRESSIVE AND DYNAMIC
Chief designer Kunihiko Kurisu’s mission was to remain faithful to the MAZDA3’s existing visual identity while evolving its appearance with richer, bolder design strokes. Infusing each subsequent new model with more emotional aesthetics is a longstanding Mazda tradition. The key MAZDA3 exterior design highlights are:
* A move toward a more unified Mazda global “family face”
* A reinforced frontal identity which integrates the lower air intake with a more emphatic and instantly recognizable five-point grille
* To stress power and dynamism, major design elements focus on or flow toward the vehicle’s central axis. At the front, fascia lines converge on the center-point at the bottom of the grille. At the rear, the decklid’s surface has a distinctive center crease
* The compact cabin, high deck surfaces, and flowing C-pillar features were inspired by the classic coupe profile, as seen on the 2009 MAZDA6
* Hood and side surfaces are shaped to reflect light and physical surroundings
* Subtle wedge-shaped and curving side character lines shared with other Mazda models give the MAZDA3 a strong sense of impending motion-like a predator poised to strike
* A new Adaptive Front Lighting System with self-leveling bi-xenon headlamps has been added as standard on Grand Touring models. The MAZDA3 is the first compact offered for sale in the US with such an advanced lighting system
* Exterior design elements contribute to the car’s function by minimizing aerodynamic drag and lift while providing the powertrain, chassis, and interior with adequate air flow for cooling and climate control
* To supplement the four-door sedan introduced at the 2008 Los Angeles Auto Show, a five-door hatchback MAZDA3 will arrive later
INTERIOR DESIGN
HIGH QUALITY, SOPHISTICATED, AND SPORTY
Inside, the new MAZDA3 offers a sporty yet highly refined cabin. As if taut muscles lie within, the dash sweeps dramatically from its center to the cabin’s sidewalls. The large gauge cluster and center stack are positioned to tightly link the driver’s limbs and senses to the car’s instruments and controls.

The slant of the instrument panel optimizes operating efficiency while providing an attractive focal point. Range of motion studies helped position all controls at an ideal reach. Key knobs and switches are positioned at the same level as the steering wheel and the shifter. The interior of the 2010 MAZDA3 is based on Mazda’s Human Machine Interface concept.

All the information a driver needs is readily available in one concentrated area that minimizes lapses of concentration on the road ahead. A Multi-Information Display is positioned high on the center portion of the instrument panel to further minimize distraction. Navigation, audio, and trip computer information is provided in this handy and easy-to-view location.

Front seat cushions have been extended by nearly an inch compared to the outgoing car in order to provide improved thigh support. Backrests are 1.4-inches taller and recontoured for improved driving posture. For the higher grade models, the upper side bolsters have been canted inward for heightened torso restraint during aggressive cornering. A three-position memory function has been added to cars equipped with power seats – another first for the segment, and not offered at any price on any competitors’ compact car. Upon approach to the car, the left-front seat automatically adjusts to the settings chosen by up to three different drivers by recognizing the code of the key fob.

To provide a top-quality cockpit appearance, the number of parting lines is minimized and soft-touch surfaces show an elegant grained texture. An interactive lighting system enhances the cabin’s ambience and sense of tranquility. Upon entry, illumination rises in intensity in a programmed manner. Occupants are welcomed by foot-well and door-handle lamps. Next, instrument cluster, center stack, audio and climate controls brighten. When a driver or front seat occupant touches an audio or AC switch, a change in illumination acknowledges that the command has been received.

Dual-zone automatic air conditioning is an available MAZDA3 option. Other special features that distinguish this car from mundane compact sedans are: a Bose 10-speaker premium surround sound system, connectivity for cell phones and portable media players, a dock for iPods, and Sirius satellite radio. An advanced keyless entry system includes push-button engine starting. The MAZDA3 options list also includes rain-sensing wipers, heated side mirrors, leather upholstery, and heated seats.

Overall, the details included in the new MAZDA3 all contribute to the sense of quality in the car. This is a vehicle that offers equipment, fit and finish simply not found in other vehicles in this price range and class, and helps perfectly position MAZDA3 for buyers considering a way to spend less and get more in this new economic climate.
POWER TO GO
SPIRITED POWERTRAINS ENGINEERED FOR
MAXIMUM ZOOM-ZOOM, MINIMAL CONSUMPTION

The MAZDA3 i is powered by an MZR 2.0-liter four-in-line engine delivering 148 horsepower at 6500 rpm (PZEV = 144 @ 6500 rpm) and 135 lb-ft of torque at 4500 rpm (PZEV = 132 @ 4500 rpm). Aluminum block and head construction saves weight. In the interests of power and efficiency, four valves per cylinder are operated by dual overhead camshafts.

The new MZR 2.5-liter four-cylinder engine fitted to the MAZDA3 s is borrowed from the larger all-new 2009 MAZDA6. It shares the same construction features of the 2.0-liter engine while upping output to 167 horsepower at 6000 rpm (PZEV = 165 @ 6000 rpm) and 168 lb-ft of torque at 4000 rpm (PZEV = 167 @ 4000 rpm). Both engines employ advanced electronic throttle actuation. Mazda’s exclusive torque base control technology provides a highly linear acceleration response to every change of throttle pedal pressure.
A slick-shifting five-speed manual transmission is standard in the MAZDA3 i, while the MAZDA3 s is equipped with a six-speed stick-shift transmission. A five-speed electronically controlled Sport-AT automatic transmission is available in both models. Sport-AT offers enthusiastic drivers the control of manual gear engagement with the convenience and comfort of a conventional automatic.



Fuel economy is exemplary and was key to the vehicle’s development. The MAZDA3 i achieves 25 mpg in city driving with the manual transmission and 24 mpg with the automatic. The highway mileage with the 2.0-liter engine is 33 mpg with either transmission. The MAZDA3 s also tops 20 mpg in all conditions. Equipped with the six-speed manual transmission, its city rating is 21 mpg, rising to 22 mpg with the 5-speed automatic. The highway rating is 29 mpg with either transmission. As the new MAZDA3 is larger in every dimension – meeting the requests and needs of customers – Mazda engineers worked hard to deliver a vehicle that offers fuel economy on-par with the outgoing car.

To refine the acoustic qualities of the MAZDA3 powertrains, extra attention was paid to tuning each engine’s intake and exhaust system. Resonance chambers were implemented to quiet certain sound frequencies while reinforcing others, achieving a well mannered yet sporty voice during acceleration. The MAZDA3 s 2.5-liter engine is equipped with dual tailpipes and specially tuned mufflers to reduce mid-range boom and objectionable high-frequency noise at high rpm.

MAZDA3s certified to U.S. Federal exhaust emission standards are equipped with catalytic converters employing advanced single nanotechnology. It is used to embed individual particles of precious metals, which are less than five nanometers in diameter, into the catalyst base material. This new development enables Mazda to reduce the amount of expensive precious metals such as platinum and palladium by 70 to 90 percent without impairing catalyst performance. The catalyst is an important part of Mazda’s efforts to reduce reliance on limited resources.

SOUND FOUNDATION

INCREASED STRUCTURAL INTEGRITY AND REDUCED AERODYNAMIC DRAG CONTRIBUTE TO MAZDA3′S POISE AND PERFORMANCE

The 2009 MAZDA6 offers one of the stiffest unibody structures on any Mazda vehicle. Lessons learned in developing that car provided major strides in structural stiffness in the new MAZDA3. A stiff unibody provides a smoother ride, more confident handling, and improved agility with virtually no increase in unibody weight.

Reengineered unibody joints and increased metal gauges in key areas help diminish the transmission of road and powertrain noise into the passenger cabin. Suspension anchor points are more substantial to provide the solid foundation needed to absorb steering and suspension forces. In addition to welded attachments, suspension towers are bonded to the surrounding unibody areas with structural adhesives. A combination of welding and adhesives – also borrowed from the 2009 MAZDA6 – is also used to increase the rigidity and collision deformation resistance at door opening locations. The stiffer door design also improves the effectiveness of weather seals that block moisture and noise from the interior.

A Mazda engineering approach called Aero Flow Management was used to optimize the flow of air around and through MAZDA3 body openings. Even though the front grille appears larger than before, it’s actually 20-percent smaller to ingest only the amount of air needed for combustion and cooling. An air guide attached to the front bumper directs the flow through the radiator where it’s most useful. At high speeds, a bypass flap opens to minimize cooling fan drag.

Air flow along the MAZDA3’s body sides was improved during wind tunnel testing by placing deflectors near the tires and by carefully tuning the upper-forward corners of the cabin. Subtle refinements in the shape of the A-pillars, exterior mirrors, windshield wipers, and taillamps also contributed to the six-percent reduction in wind noise levels. The 0.29 drag coefficient (Cd) achieved by Mazda engineers is one of the lowest available in the compact class and highly beneficial to highway fuel economy.

CLASS-LEADING CHASSIS DESIGN

SUBTLE YET COMPREHENSIVE REFINEMENTS ADVANCE THE COMPACT CLASS’S SPORTIEST MODEL TO NEW HEIGHTS OF DRIVING FUN AND FUNCTION

There was no need to reinvent the MAZDA3’s chassis design because the first generation achieved distinction as the best available in the compact class in terms of driving enjoyment, handling, and all around poise. Subtle and tuning changes were the order of the day.

A rubber-isolated subframe in front supports the entire powertrain, the rack-and-pinion steering system, and the lower attachments of the coil spring MacPherson strut suspension. The independent multi-link rear suspension also uses coil springs with one trailing arm, two lateral links, and one toe-control link per side. Four-wheel power disc brakes with vented rotors in front and solid rotors in back are standard equipment. Dynamic Stability Control and Traction Control are available on all MAZDA3s, standard on some trim levels.

To improve steering feel, the electro-hydraulic-assist rack-and-pinion steering gear is now secured at three instead of two attachment locations. The additional mounting point allowed a reduction in the stiffness of the bushings that support the steering gear to diminish the vibration transmitted over rough pavement.

Resistance to body roll has been increased by recalibrating the monotube rear dampers for tighter control and by switching to a new more substantial mounting arrangement for the front and rear anti-roll bars. At the front of the new MAZDA3, lower control arms, the subframe, and mount bushings are all stiffer to improve both steering response and cornering grip at the adhesion limit. A redesigned rear suspension crossmember is both lighter and significantly stiffer, also for improved handling.

The most notable change to the braking system is a new vacuum booster that provides a more reassuring response to light pedal efforts without disturbing the highly direct and linear feel inherited from the first-generation MAZDA3. Adjustments to the electronic brake force distribution programming enhance vehicle stability during mixed braking and cornering maneuvers. Structural changes to the unibody mentioned above help improve not only the rigidity of the brakes but also their linearity during high-g stops.

The MAZDA3 i is equipped with 10.9-inch diameter front rotors and 10.4-inch diameter rear rotors while the more powerful MAZDA3 s is fitted with 11.8-inch front and 11.0-inch rear rotors.
ACTIVE AND PASSIVE SAFETY SYSTEMS

THE NEW MAZDA3 IS NOT ONLY FUN TO DRIVE, ITS HIGH LEVEL OF MANEUVERABILITY IS ALSO THE BEST HEDGE AGAINST A COLLISION

Providing the MAZDA3 driver with improved ability to avoid a collision by steering or braking safely out of harm’s way is a fundamental aspect of Mazda’s product development. Mazda’s engineers strongly believe that the best way to help protect occupants in a crash is to engineer control systems in such a way that the crash is avoided in the first place.

Carefully tuned electro-hydraulic power steering, a highly agile suspension system, and powerful disc brakes are standard MAZDA3 features. ABS, Dynamic Stability Control, and traction control are offered as optional equipment. Also, a new Adaptive Front Lighting System with self-leveling bi-xenon headlamps has been added as standard on Grand Touring models. The MAZDA3 is the first compact offered for sale in the US with such an advanced lighting system.

But in rare instances, a collision cannot be avoided. To cover these circumstances, all MAZDA3s are constructed with a Triple-H unibody design employing efficient H-shaped steel reinforcements in the floor, side structures, and roof. This approach to energy absorption provides crush zones that better protect occupants from the impact forces sustained during rollover, frontal, side, front-offset, angled, and rear collisions. Six airbags and active head restraints are standard equipment.

ENVIRONMENTAL STEWARDSHIP

THE MAZDA3 ALSO DELIGHTS CUSTOMERS BY DEMONSTRATING
REDUCED ENVIRONMENTAL IMPACT
Seemingly small changes can often deliver great gains. For example, the four-speed automatic transmission was switched to a five-speed in 2.0-liter MAZDA3 models, and subtle aerodynamic improvements were made. The changes yielded a three-mpg improvement (10%) in highway fuel economy.
To reduce consumption of hazardous materials, the new MAZDA3 uses no lead in its fuel tank, wiring harness, or undercoating. Hexavalent chromium and cadmium have also been eliminated from the bill of materials. The toluene emissions from a new joint sealing compound is 90-percent lower than before. Mazda’s manufacturing plants adhere to the strictest environmental standards. These are the invisible parts of Mazda’s Sustainable Zoom-Zoom initiatives.

Efforts are underway to increase the scope of recyclable materials from 80 to 90-percent when a MAZDA3 reaches the end of its useful life. Molded plastic parts are already labeled with ISO identification marks to facilitate sorting and recycling. Fascias, interior trim, and the instrument panel are made of polypropylene for easy reuse in those markets that offer it. Recycled material has been used to manufacture new plastic moldings for the past four years at Mazda.

The 2011 Mazda3 ranks 7 out of 30 Affordable Wee Cars. This ranking is based on our psychotherapy of 41 publicized reviews and examine drives of the Mazda3, and our psychotherapy of reliability and area collection.
Reviewers render the 2011 Mazda3 a thumbs up for its spiky show and discriminating inside, but umpteen communicate at its smiling advance frame. If you’re option to ignore the Mazda3′s edentate grin, it’s a major choice that provides a affect of backtalk at an inexpensive price.
Because the Mazda3 was virtuous redesigned for 2010, the 2011 Mazda3 is nigh congruent to the 2010. Los Angeles Present explains, “That implementation you shouldn’t await any operative changes until 2013, when Mazda should regenerate the trickster and parent styling to better recreation in the Mazda3 for the endure two or trinity life of the latest mold’s spirit cycle.” Reviewers agree that the Mazda3 maintains its honour as a zippy, fun car with a high-quality conceive that appeals to buyers who poverty a meet of impudence in their transpose but also need to stick to a budget.
Reviewers are most impressed with the Mazda3′s execution, and say the 3′s fastidious engine and informed interruption food a fun and battleful dynamic have. The Mazda3 ranks with the top drivers in the separate, the Mini Journeyman, the Honda Fit and the President Fiesta, all of which the auto exercise regards for their majuscule dynamical mechanics.2011 Mazda 3
2011 Mazda 3
Reviewers kudos the 2011 Mazda3′s internal most as much as its execution. Mazda fitted the 3 with top-notch livelihood and didn’t use catchpenny materials, making the region one of the nicest in the class. The inside, yet, does acquire a few quirks. In comparing to the contention, reviewers say the controls are not loose to use, and the guidance block is bittie and rocklike to feature.Mazda 3Also, equal the 2010 Mazda3, the 2011′s region isn’t perfect. One of the biggest complaints reviewers had with the 2010 example is its cheerful grillwork, which prefabricated the car look lower offensive and goofy. The grill has not varied for the 2011, and it probably won’t until 2013. Despite its grinning front facia, reviewers say the 2011 Mazda3 is a zealous valuate in the grouping of frugalness cars, particularly if you’re perception for a sporty see.
If you thought to buy a used modeling Mazda3, be alive that Mazda recalled over 200,000 supporter twelvemonth 2007-2009 Mazda3 and Mazda5 vehicles. Mazda issued the remembering after reports of nation steering loser that resulted from chromatic forming in the knowledge management pump.

The 2010 Mazda 3 was just previewed by Mazda a couple short days ago in a series of three photos that showcased the upcoming Mazda 3′s new design which takes many styling cues from the new Mazda6 and futuristic looking RX-8.
Fast forward to today where the 2010 Mazda 3′s momentum leading up to it’s official unveiling grew stronger through a crystal clear interior spy photo captured by TheTruthAboutCars.com:
In the interior spy shot above you can see more than a few changes that we’ll be seeing on the upcoming Mazda 3. First (and probably the most prominent change) is the split layout of the gauges and information screens which is now similar to the current Honda Civic lineup. Mazda has also relocated the unlock button to the door panel near the window controls and carried over the cupholders from the first generation Mazda 3.
Top end interior options expected to be announced for the 2010 Mazda 3 include Mazda’s advanced keyless entry system with push button start, mp3 hard drive, more steering wheel based controls and multi-stage heated seats. Remote trunk release is also expected on the 2010 Mazda 3 as it appears on four door models for the 2009 model year and should be carried over.

All About Audi R8

After countless spy photos, teasing prototypes like the Le Mans concept car, and rumours suggesting all sorts of different engine types, Audi has finally let the cat out of the bag: this is the new 301km/h Audi R8.

Named after the 5-time Le Mans winner and the first Audi to ever feature the four ring emblem on the hood instead of the grille, the production model Audi R8 is finally being readied to blast down highways, autobahns, motorways and autostradas across the world. Some three years after the unveiling of the Audi Le Mans quattro concept car, the production version made its debut at the Paris Motor Show in the guise of the new Audi R8 mid-engined sports model.

"With the launch of the R8, Audi has reached the highest level of the automotive world. The world of sports cars. We now address the most demanding group of international customers. People who want to own the most well-crafted, precision objects. In the automotive arena, the Audi R8 is such a car," said Dr. Martin Winterkorn - the main man at Audi AG - in his '06 Paris Motor Show address.

"In terms of design, for example, we have created a dress code for our cars. Audi vehicles are neither brash, nor do they seek to hide their dynamics," added Dr. Winterkorn.

"Ladies and gentlemen, the R8 project has been a very personal one. I started it when I returned to Audi as chairman in 2002. I have overseen the design and engineering teams for the past four years. Everyone has been looking forward to this day, the world premiere of our first mid-engined sports car. It is a key moment in the history of Audi," beamed Dr. Winterkorn from the 2006 Paris Motor Show.

Powered by a similar direct injection petrol V8 engine as seen in Audi's RS 4, the new R8 eschews the traditional front-mounted engine style in favour of a entirely exotic layout, placing the engine in a mid-mount position. With the 309kW (420bhp) V8 FSI engine beating away behind the driver, the new vehicle is expected to attract an all-new type of buyer to the Audi brand.

Other standout features of the stunning German coupe include quattro permanent four-wheel drive and the use of an Audi Space Frame aluminium body, both of which form the basis for truly outstanding driving dynamics.

Audi says the new Audi R8 will be available to order from 28 September 2006 for European customers, with the first deliveries to be made in the first half of 2007.

As the first Audi mid-engined sports car, the R8 combines Audi's experience gained from numerous motorsport triumphs with groundbreaking design and the acknowledged technological expertise of the brand. This expertise has led to the slogan 'Vorsprung durch Technik' (which roughly translates to 'Advancement Through Technology') becoming a byword for leading-edge technology both on the race track and on the road.

The Le Mans 24-hour race is without doubt the toughest challenge to the Audi Sport Team's engineers because it calls for a level of engineering going far beyond the need merely to keep all the systems focussed on a short, sharp sprint. Alongside the essential virtues of top performance and optimised driving dynamics, the key requirements in long-distance racing are endurance and reliability, allied with optimum ergonomic design.

And now Audi is proud to show that these are genes have been transferred to a road-going sports car, which is reckons will make the Audi R8 a truly exceptional sports car.

1. Drive Train
2. Exterior
3. Chassis
4. Interior
5. Equipment/Trim

Drive Train
The chassis setup and exterior styling - relating to aerodynamics - are important parts of all sports cars, but the heart and soul will always be the engine. As Audi explains, the mid-mounted 4.2-litre V8 engine in the R8 supplies the vehicle with supreme power levels up to the highest rev ranges and a good hit of torque, which is combined with soul-stirring acoustics, all of which will contribute to the R8 driving experience.

In the high-revving 309kW (420bhp) 8-cylinder engine, the evolution of FSI (Fuel Stratified Injection) petrol direct injection technology has reached a new high says Audi, a technology that has also given the German company many triumphs in the Audi R8 race car.

The figures illustrate the outstanding potential of the 8-cylinder unit, which attains it's stunningly high rev ceiling via the direct petrol injection system, allowing it to reach incredible power levels. At 7800rpm the 4.2-litre engine delivers 309 kW of power, while peak torque of 430Nm begins at 4500rpm and is maintained until 6000rpm for a strong mid-range.

The high tech engine also outputs 90 per cent of this maximum torque consistently throughout a wide engine speed range from 3500rpm all the way to 7600rpm, and as a result of these qualities, the 8-cylinder power unit provides maximum thrust in virtually any driving situation.

The performance figures are equally impressive: the R8 accelerates from 0 to 100km/h in just 4.6 seconds and reaches a top speed of 301 km/h.

Like a highly strung F1 car, the engine is a high-revving unit in every sense of phrase. The maximum engine speed is 8250rpm, which is astonishing for something that displaces 4.2-litres, and the advantages of this principle are superior power output at high engine speeds and a smooth, eager responsiveness all across the revs range, explains Audi. Added to this are its agility, liveliness and engine sound, which is similar to that of a race car.

The Audi R8's dry sump lubrication – another technology originating directly from motor racing – provides the ideal basis for maximum longitudinal and lateral acceleration. It allows the V8 to be installed lower, thereby lowering the centre of gravity and further enhancing driving dynamics.

Two transmissions will be offered for R8 buyers: a manual 6-speed gearbox or optionally the Audi R tronic sequential-shift gearbox. Here, too, the influence of the motorsport world is clearly evident, with a joystick gear-shift on the centre console and also a paddle-shift mechanism mounted on the steering wheel, which are a long-established ergonomic feature in motorsport.

'Shift by wire' technology provides for very fast gear-shifting and an outstanding power-to-weight ratio, allied to compact gearbox dimensions and in the Sport mode, with its fast shifting, Audi guarantees the absolute maximum in terms of driving fun, while an automatic mode can also be selected for everyday driving. Such a powerful Audi is of course fitted with permanent four-wheel drive, which distributes the power variably to the front and rear axles by way of a viscous clutch, supplying torque to the wheels that most need it, whether the rear wheels during hard acceleration or an equal split between front and rear during high speed corners.

Exterior
Even at first glance, the calibre of the car is plain to see. The Audi R8 sits broad and squat on the road, the strongly accentuated rear end appearing to flex its muscles like a boxer ready for first round.

Most clearly, the characteristic proportions of the vehicle are dictated by the location of the engine behind the cockpit - everything else is a secondary concern - and this layout is a typical feature of race cars. The central position of the engine is above all a boon to driving dynamics, as it allows for a weight distribution (as on the R8 Le Mans race car) of 44 percent to the front and 56 percent to the rear.

Measuring a stocky 1.9 metres wide but just 4.43 metres long and 1.25 metres high: these are the proportions of a true sports car. With it's small footprint, the R8 is expected to give many of Europe's current exotic cars a headache with its intense cornering abilities, and Audi also says that the 2.65-metre wheelbase provides lots of room for the cabin and the longitudinally mounted engine behind it, which sits beneath a clear cover. Behind the doors, a large-surface 'sideblade' air deflector sweeps between the wheel arch and the roof section, delivering air for the V8 to breathe as well as for cooling.

The front end is characterised by the trapezoidal styling of the Audi single-frame grille, flanked on the right and left by tremendous air intakes, and for the first time, the four-ring badge is positioned on the hood, above the grille, and just like the concept car, the flat strips of the innovative LED headlights can be optioned, finished with their clear-glass covers.

Audi explains that the R8 is the first series-production car to offer the option of ordering all the headlight functions – dipped beam, main beam, daytime running lights and indicators – as LEDs. Audi has said that the LED headlights option will be available from the end of 2007 onwards, so early adopters of the vehicle will have to make do with xenon headlights.

These LEDs (light emitting diodes) main headlights use less power than any other type of lighting system, such as xenon, halogen, etcetera, and have impressive longevity. And because they take up less space than conventional lights, LEDs provide the designers with greater freedom to be creative.

Audi says that bionics (drawing design inspiration from nature) were the inspiration for the R8's headlights. According to Audi, the light unit has a design reminiscent of an open pine cone, with reflector shells arranged concentrically one behind the other, in conjunction with a powerful LED projection system, producing a high-luminosity beam.

Audi also mentions something about the internal reflectors of the main beam headlight being styled in a shape inspired by the architecture of the Sydney Opera House. Sounds like delusions of grandeur, but Australia got a mention, which is nice. The rear lights also use LED technology, and the third brake light strip runs across the full width of the roof, forming the termination of the transparent engine hood. The latter feature is yet another visual highlight, because as observers can look right onto the V8 engine, which can be optioned with indirect engine compartment lighting via white LEDs, enabling the engine to be seen even in the dark. Audi hasn't missed a beat with this thing - it's special.

At the rear of the car, two large-format diffuser openings in the rear bumper illustrate how intensively the styling of the Audi R8 is dictated by aerodynamics, while the two pairs of circular double exhaust outlets each sit at the right and left above the diffuser openings, framing the car's motor sports origins in style.

Like all the coolest modern sports cars, an automatically extending rear spoiler is deployed to assist the R8 at higher speeds by increasing downforce over the rear axle. As Audi explains, it provides additional downforce to boost the suction effect produced by the aerodynamic styling of the underbody and by the diffusers and when travelling at lower speeds, the rear spoiler automatically retracts flush with the body.

Over all, the car's body is highly compact in appearance where the front end and the gently curved roof arc are drawn in a sweeping line; a line which immediately marks the two-seater out as an Audi. Fans of the Audi TT will most certainly be drawn to the car as it passes by on European roads in early 2007, followed by the rest of the world later in the '07.

The side view also reveals familiar contours. The dynamic line above the wheel arches and the shoulder line interlink the front end, side and rear, imbue the doors and the transition to the side air vent with a strong presence, and even more emphatically highlight the typical Audi rounded wheel housings accommodating the 18-inch wheels. The cabin of the Audi R8 is pushed quite a ways far forward – a typical feature of a mid-engined sports car, and as such a visual cue linking it to the race car of the same name. And behind the cabin, positioned in front of the rear axle, is the V8 FSI engine, giving the car an improved centre of gravity, while the full aluminium body is constructed in the Audi Space Frame (ASF) design. Its perfect synthesis of minimal weight and maximum rigidity provides the ideal foundation for optimum driving dynamics, as well as delivering an outstanding power-to-weight ratio of just 3.71 kg per bhp.

Chassis
The basis for the chassis is an incredibly strong and rigid - but also light weight - forged aluminium double wishbone suspension system at the front and rear of the car. At the front they are triangulated, while at the rear the top one is triangulated and the bottom one is a triangulated wishbone with a track rod. According to Audi, this provides for optimum wheel control, and is a geometry which has proved itself to be the ideal solution in delivering agility, maximum steering precision and precisely defined self-steering characteristics, while offering vital feedback to the driver. Direct, hydraulic rack-and-pinion steering assists the driver further in gaining maximum corner speeds.

The spring and damper set-up is intentionally stiff in order to deliver maximum driving dynamics, while still providing a decent level of ride comfort. This is particularly true when the 'Audi magnetic ride' adaptive damper system is optioned as an alternative to the standard gas-filled shock absorbers. The reason for this, explains Audi, is that these shock absorbers employ an innovative technology, whereby instead of the conventional damper fluid, a magnetorheological fluid is used. In other words, a fluid whose viscosity can be influenced by an electromagnetic field. This effect enables the damping characteristic to be influenced electronically at will and instantaneously, by applying a voltage to the electromagnets.

Audi magnetic ride uses this property to deliver the correct damping forces in every driving situation, thus optimising ride comfort and driving dynamics. A computer equipped with sensor technology determines the prevailing driving situation in a matter of milliseconds. Drivers can choose from two driving programs depending on whether they want to drive in a highly sporty style – with the magnetorheological fluid adjusted to a low viscosity – or with the emphasis more on ride comfort.

The Audi R8 is fitted with 6-spoke 18-inch wheels as standard, and can optionally be ordered with 19-inch wheels. The 235/40 aspect ratio tyres at the front and up to 285/35 at the rear to provide the necessary road-holding of this super-quick sports car. The mid-engined sports car's long wheelbase and extremely low centre of gravity ensure that it always retains maximum stability, resulting in superb agility, finely attuned responsiveness to any driver input, and high levels of safety.

Interior
The sporty interior is dominated by a totally driver-oriented cockpit architecture, integrating the driver between the dashboard and the high centre console. The instrument panel above the console is angled slightly towards the driver, while the flat-bottomed steering wheel is a typical feature of the sportiest Audi models, giving taller drivers extra leg space, and also enables comfortable sports car entry and exit.

Alongside the driver-oriented architecture, also reflected in the styling of the side window sills, the choice of materials also makes for a highly functional look and feel. Looking around when in the driving seat makes one thing clear: just like in the R8 race car, the styling and placement of all the elements in the cockpit of this driving machine is focussed on the essentials. The centrepoint of everything is the driver. This combination of the aesthetic and the ergonomic is maintained in the colours used and the overall ambiance created – dark hues reflect the emphasis on engineering and are again reminiscent of the motorsport world. The impression of professional functionality and ergonomic styling is enhanced by the visible presence of top-quality materials in supreme craftsmanship.

The sports seats are trimmed as standard in a leather/alcantara combination, or optionally in full leather. Alternatively, the R8 can also be fitted with ever more heavily bolstered sports bucket seats, specially developed by Audi's performance group, quattro GmbH. There is plenty of room for the two occupants - one driver, one passenger - with comfort levels well beyond the norm of high-performance sports cars. There is space behind the seats to stow large bags, or even two golf bags. Yep, two golf bags! Can the Ferrari F430 do that? Possibly not. With numerous trim variants and applications in Piano finish or Carbon sigma, there are few limits to the range of customisation options for the interior.

Equipment and trim
Even the standard equipment of the Audi R8 meets the high demands of customers in this segment. Xenon plus lights, LED rear lights and daytime running lights, 18-inch aluminium wheels, an audio system with 7-inch monitor, an anti-theft alarm and Leather/Alcantara interior trim are just some of the items on the extensive list of standard features.

These are very good standard features, but it's the options list that will amaze. The range of optional extras leaves virtually nothing to be desired, with a Bang & Olufsen sound system, featuring an output of 465 watts and 12 specially designed speakers, delivering surround sound of the highest standard, which also features a microphone-based vehicle noise compensation system that will adjust audio levels to changing road conditions, and not just speed.

The acoustic proximity-sensor parking system and a rear-view camera options will help the driver to manoeuvre into even the tightest of spaces and a radio/navigation system can also be had, featuring a large-format colour monitor and MMI keypad, combining extensive functionality with user-friendliness.

There's also a range of coordinated and ideally combinable design and leather trim packages from Audi and from quattro GmbH can turn any R8 into the customer's personal dream car. The alloy wheel range offers design alternatives in sizes of 18- and 19-inches, fitted with 235/35 size tyres at the front and up to 295/30 at the rear, and a total of eight exterior colours are available, from Ibis White to Phantom Black, pearl effect.

At the time of writing, Audi had not released pricing for the new model.

The upcoming A7 would fit that bill, too, but since there is no notchback, standard A7, Audi feels it would be pointless to call it A7 Sportback. According to our intelligence, the A7 will differ from the A5 Sportback in that it will have a roofline that continues to the rear panel in one unbroken line, while the A5 Sportback features a slight counter-swing at the tail. And while the A7 will have entirely unique sheetmetal, the A5 Sportback will have a front end that is identical to those of the A5 coupe and convertible. Our illustrations show a variation of the front fascia that hints at a possible mid-cycle face lift.

The wheelbase of the A5 Sportback is identical to that of the A4, on which the A5 coupe is based. But the A5 Sportback will be lower and sleeker than the A4. It features historical references: “The side-window and rear treatments were inspired by the classic Audi 100 Coupe,” says Sielaff.

Engines will be taken from Audi’s parts bin and could theoretically stretch from efficient four-cylinder diesel engines up to high-performance V-8s rated at well over 400 hp. We expect the A5 Sportback to be offered with a version of the 2.0-liter TFSI engine and the supercharged 3.0-liter V-6 recently launched in the new S4 and refreshed A6 lineup. Europe will get four-cylinder and V-6 diesel options, too.


Audi is poised to proliferate its model lineup with a pair of swoopy four-door coupes in the vein of the Mercedes-Benz CLS. The larger of the two, the A7, will be positioned between the A6 and A8 sedans and was previewed in concept form at the 2009 Detroit auto show. But the best look we’ve had so far at the smaller, A4–based A5 Sportback—as differentiated from the true, two-door A5 coupe—has been through a pair of renderings.

Fortunately, our spy shooters caught two A5 Sportbacks out for a late-night run, and the photos show that our illustrations were spot-on. Visible in these photos are the sweep of the roofline and the stubby rear deck. Also, look closely at the rear pillar and it is clear that a body-colored mask is camouflaging what is actually a large, sail-shaped rear quarter window that should visually expand the greenhouse.

With the A5 Sportback comes a new definition of the “Sportback” moniker, which heretofore was applied only to the practical five-door A3. Audi’s chief designer, Stefan Sielaff, tells us that now the Sportback designation will stand for these types of slope-back sedans. “You have to look beyond the A3 Sportback. The A5 Sportback is clearly what we have in mind (for the name).”

Our sources in Germany suggest that the roof of the Spider will be a removable targa affair, with detachable panels rather than a canvas hood or folding hard top. Although more flexible, the latter two would be hard to engineer with the mid-mounted engine sitting where you’d need a cubby for the lowered hood and associated mechanism. As most of these cars will be sold in warmer climes of the world’s biggest soft-top market (think Florida), targa panels shouldn’t worry typical buyers.

Today’s R8 coupe costs £78,200 suggesting the Spider will cost nearer £85,000 with the 414bhp 4.2-litre V8 engine option. But there is a raft of engines under development at Audi, creating a supercar range with a car for all tastes.

4.2 feature highlights:
19" wheels with performance tires
Audi xenon plus headlights with LED daytime running lights
Leather/Alcantara® sport seats
Audi concert system with single CD player with MP3 playback capability, AM/FM radio, auxiliary input jack and speed-dependent volume control
HomeLink® and Bluetooth

Audi will next year launch this open-top version of its R8 supercar. The Spider is one of a growing choice of R8s – buyers bored of the default 911 will soon be able to pick between two petrols and a V12 diesel, plus coupe or targa bodystyles. It’s typical of a car maker not exactly afraid of baffling buyers with extensive choice of engine/gearbox/driven wheels even in its most humdrum ranges.

It’s also a logical step as Porsche makes plenty of capital out of the 911 soft-top versions – and the R8 is aimed squarely at that domestic rival. Our artist’s impression has been built using the exclusive sketch CAR smuggled out of Ingolstadt last year (image, middle right) and isn’t mere fantasy. Expect to see twin speedster humps sprouting above the mid-mounted engine and a subtly truncated aluminium blade ahead of the rear wheels.

Here are the first shots of the Audi R8 with all of that oilburning V12 TDi goodness you've been waiting for. Confirming the well supported rumors that we heard, the Audi R8 V12 TDI is all the power with slightly less of the petroleum depletion. As we thought, the V12 displaces six liters and produces 500 horsepower and 738 lb-ft of torque while still achieving a mileage of nearly 23 MPG (US/Highway). Below is the press release, which required us to listen to Bryan Adams to get to you.

Manufacturer quattro GmbH,
(a private subsidiary of Audi AG)
Parent company Volkswagen Group
Production 2006–present,
9,945 built in the end of 2008
Assembly Neckarsulm, Germany
Predecessor none
Successor none
Class Sports car
Body style(s) 2-door coupé (2007)
2-door convertible (2009)

Layout Longitudinal mid-engine,
quattro permanent four-wheel drive
Engine(s) 4.2 L FSI V8, 2xDOHC;
5.2 L FSI V10, 2xDOHC[3]
Transmission(s) 6-speed manual,
6-speed “R tronic” single-clutch semi-automatic
Wheelbase 2,649 mm (104.3 in)
Length 4,431 mm (174.4 in)
Width 1,904 mm (75.0 in)
Height 1,249 mm (49.2 in)
Kerb weight V8: 1,560 kg (3,439 lb),
V10: 1,620 kg (3,571 lb)
Fuel capacity 75 L (16.5 imp gal; 19.8 US gal)

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Aston Martin DBS 2010 / Aston Cars Wallpapers

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Aston Martin DBS

The 2011 Aston Martin DBS facelift has been spied recently and the first details of the refreshed model have surfaced the web. The 2011 Aston Martin DBS facelift was spotted during testing on the Nurburgring race track in Germany and seems to be pretty close to production. Although most sources believe the car caught testing and covered with camouflage tape is the 2011 Aston Martin DBS facelift, some believe it's just a new personalization line offered by the brand.

The 2011 Aston Martin DBS facelift is powered by the 6.0-litre V12 engine that develops 510 hp. Some of the changes that can be seen in the spy photos include a new front splitter, new intakes and a re-designed bumper. The 2011 Aston Martin DBS facelift also has thinner headlamps,
a fresh new hood and LED daytime running lights. The new version 2011 Aston Martin DBS facelift also seems to have a new line of fenders.

The details of the 2011 Aston Martin DBS facelift are scarce at the moment. We'll keep you informed as soon as new info surfaces.

Top Nissan GTR Cars

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As the days of the Castrol Syntec Top Car Challenge drew near, we had to dial in a few things on our GT-R to ensure the best and most reliable performance possible. As mentioned in our last installment, owner Darin Ferraro wants to tackle the cooling issue first and foremost.
"The transmission cooler is a brand-new model from South Side Performance," Darin says. As the test mule for the new tranny cooler, Darin noticed temperature reductions of nearly 40 degrees, both on the street and on track. These reduced temperatures translate to a more reliable, long-lasting transmission as well as longer transmission fluid life (at $80 bucks a quart, the GT-R is an expensive date).
Another area where easy performance gains can be picked up was on the inside. Darin ditched the heavy factory seats in favor of a pair of lightweight Buddy Club P1 Limited Edition racing seats. The Buddy Club seats weigh in at 20 lbs apiece, whereas the factory units are a staggering 70 lbs each. A difference of 100 lbs total is noticeable in almost any vehicle, especially when the car is a hefty beast to begin with. Less is more when it comes to vehicle weight in this competition, so Darin also installed a set of 19-inch Volk RE30 wheels with sticky Toyo R888 tires in favor of the larger, heavier factory 20-inch wheels. The smaller diameter and lighter weight will translate to faster 0-60 acceleration and quarter-mile times, as well as a better score in the power-to-weight category of the competition. The 295/30R19 R-compound Toyos will help keep lap times up over the stock tires, while still providing street-friendly performance for the long drive to and from Buttonwillow. Every little thing helps, and because the spirit of the competition is that of the street car, we don't want to gut the interior or do any extreme weight savings, so our options are limited.

COBB Tuning also jumped on board and provided an upgraded AccessPORT, which offers transmission adjustments and other features previously only available through the Nissan dealer service center. Another change of plans comes in the form of the driver for the event - Gary Sheehan of COBB Tuning will drive for the time attack portion of the event, while Darin will perform the quarter-mile acceleration test.

From here, we have to simply wait and see how things go. Darin is extremely pleased with how the car performs and is ready to bring his best to the competition. Big thanks go out to Mike Arrastia at Paladin Advanced Automotive, ApexKings.com, COBB Tuning, HB Speed, Aeromotions, JRZ Suspension, Toyo Tires, Volk Racing, Password:JDM, Buddy Club and Fontana Nissan for all of their help getting the car ready for the competition.

Mercedes-Benz CLR Cars

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Mercedes-Benz CLR

It is a spiritual successor to the fabled 300SL gullwing coupe of 1954-57, although it does not possess such memorable doors, using front-mounted scissor ones instead of gullwings. It was conceived as a roadgoing version of the company’s racer which won the 1997 and 1998 GT championships. Homologation required that just one road car should be made, but Mercedes-Benz, which approved the project in March 1997, decided to build a ’small quantity’ for private customers. The first of the strictly two-seater coupes was delivered in November 1998 with the last of 25 examples being finished in the summer of 1999.

Built in batches of three, each taking four to six weeks to complete, the work was undertaken by AMG at its factory at Ludwigsburg near Stuttgart. Since 1998 AMG had been Mercedes-Benz’s inhouse performance arm. The car only differed in detail from the track-ready GTRs. The Kevlar bodyshell was reinforced, the suspension retuned to increase the ride height, and 18in (457mm) wheels were fitted. Inside there were sports seats, three-point safety belts, twin air bags, and an integrated roll cage.

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The car was designed by GT40 designer, Len Bailey and built by Alan Mann Racing
In West Byfleet in Surrey, with support from Ford in Detroit. It was a radical departure from the GT40 and was powered by a Ford DFV F1 engine. Even though the shape was stunning for its day, there were aerodynamic problems and the cockpit was cramped. Two cars were built for the 1968 season and one was written off in an horrific accident in the Nurburgring 1000 km. Driver was Chris Irwin who was seriously injured and cause of the accident was a hare that ran across the road. The car did a massive backward flip and came down on its roof. I was told that it was so bad that the marshals ran away. Other drivers pulled up to assist Irwin.

One theory was that the hare got jammed into the left front brake thereby reducing braking by a critical 25% as Irwin was heading up a rise. More likely was that the hare broke the underbody mountings which caused the nose to lift and which created a wing effect with upward lift.

In 1969 one more coupe and a spyder version were built. As the car required more development money and never won a race Ford canned the project.

My brief involvement with the car, which is the rebuilt Irwin car and now owned by David Piper, is described below.

In February, 1987 I interviewed David Piper for my book on the history of the Kyalami circuit at his house in Windlesham, Surrey. David and co-drivers competed in the Kyalami Nine Hour and the Springbok Series from 1961 to 1969 and won the Nine Hour six times, five times in Ferraris and the last time in a Porsche 917. Imagine writing a book on Wimbledon and not including John McEnroe!

At the end of the interview David told me about the International Sports Prototype series that he and friends started in 1981 and that he would love to bring the series to South Africa. ‘Done’, I said. His body language said, ‘Oh, yeah’.

The ISP series is for racing sports cars from the 1960s and early 1970s era, ie AC Cobras, Ferraris, Porsches, GT40s, F3L, Lolas, McLarens, Matras, Chevrons, etc. Even though the cars were worth fortunes at the time and much more today Piper and friends decided to race them instead of putting them in glass boxes. They were after all racing cars and as such Piper and company would enjoy driving them and would give pleasure to spectators, many of whom just love that era of racing. I don’t think the current sports car series comes near. The atmosphere has gone particularly at the new clinical Le Mans with the old Esses no longer there. If the Bentleys were painted blue they could be mistaken for Donald Campbell’s Blue Bird speedboat. Agree? Disagree?

David told me about his accident at Le Mans in 1970 when doing film sequences for Steve McQueen’s film ‘Le Mans’. Coming through White House corner a rear tyre deflated and the Porsche was totalled. The car broke in half and all that kept the two halves together was his right foot trapped under the throttle. He remembers lying in a ditch with brake fluid dripping on the open wound and two nuns bending over him to assist him.

Back in England the foot was amputated above the ankle. One day in hospital with his racing career apparently over old Piper was feeling a bit sorry for himself. In walked Ferrari engineer and works driver, Mike Parkes, with legless Battle of Britian ace, Douglas Bader. Bader glared at Piper, undid his belt and dropped his trousers. He said, ‘Look at me, old chap, you have nothing to worry about!’ David said with a grin that he suddenly came right BIG TIME! Some years later he discovered that he could drive a racing car again which lead to the ISP series. He stomps his plastic foot on the throttle and then brakes with the left foot. At Le Mans last June in the classic race before the 24 Hour he got his 917 to over 200 mph down the Mulsanne straight. In December he turned 73 and I really can’t figure out how he does it. Bader and Piper – Bulldog breed as they say!

Anyway, when I returned home after my February, 1987 trip I set about organising David’s ISP South African series. For about nine months I liaised with Liz Piper with regard to air tickets, shipping costs, etc. As sponsorship was required I handed my file to a committee member of the Western Province Car Club which controls our local Killarney Circuit. This guy can sell ice to Eskimos and persuaded the boss of Yellow Pages to sponsor the series. It was on and three races were planned, one at Killarney in Cape Town, one at the East London Grand Prix circuit (where Jody grew up – the city not the circuit!) and a Monaco type round the houses at Durban.