Porsche 911 GT3 RS Colors Audi TTS Coupe Wears

There's no agnosticism about what car the approaching buyer of this Audi TTS Coupe would like to own back his coffer annual allows it. Finished in a done out blooming adumbration with bright atramentous account and admixture wheels, this blush admixture screams Porsche 911 GT3 RS from a mile away. The 272-horsepower-strong TTS has 22,719km on the odometer and it's up for auction by an Audi banker in Nuremberg, Germany. More photos below.

Porsche 911 GT3 RS

For sale Mercury's 2003 Messenger Sports Coupe Concept

The bristles Lincoln abstraction models that we told you about on Friday will be abutting by the 2003 Mercury Messenger abstraction at the RM's Sports & Classics of Monterey bargain on August 12th

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The two-seater sports auto ancestor of the -to-be discontinued Mercury cast bankrupt awning at the North American International Auto Show in Detroit aback in 2003. It was declared to adviser a new and added beautiful architecture accent for the aggregation while some had additionally appropriate that it may affect a assembly archetypal - abominably for Mercury, that never happened.

2011 New Renault Cars Latitude Family Saloon

Through much of the last decade, Renault's product lineup lived up to the long-standing French reputation for peculiar design. This was particularly true of its flagship model, the bizarre looking five-door hatchback Vel Satis. That unsuccessful model is now set to be replaced by a much more conventional looking four-door sedan dubbed the Latitude. The Latitude is built on a stretched version of the mid-sized Laguna platform and shares its powertrain options, including the new 3.0-liter diesel V6.

The Latitude is based on the Renault Group’s 2010 Samsung SM5 sedan — which itself is based on the Renault Laguna — that recently went on sale in South Korea. Renault has today provided the first glimpse of its latest international status-enhancing family saloon, Renault Latitude. The Renault Latitude will replace the discontinued and controversial Vel Satis hatchback. Tailored to meet the demand of its different markets, Renault Latitude's specification will deliver the car's different customers a truly high-end package that will position it as the spearhead of international Renault's saloon car range. It will be shown at the forthcoming Moscow Motor Show, Russia, and is due to go on sale this autumn in Asia, Africa, Russia, Turkey, Gulf, Australia and Mexico.

European version of Renault Latitude will be one of the principal new attractions of the 2010 Paris Motor Show where visitors will get a chance to examine its interior design, while full details of the model’s equipment lists and engines ranges will also be released. The international media will be invited to road test Renault Latitude before the end of 2010, and sales will begin shortly afterwards. The contours of the grille are flanked by distinctive bi-Xenon adaptive directional headlights, while chrome embellishments contribute to the unmistakable impression of dynamism and status exuded by the car's overall lines. Its rear-end forms point to ample boot space, and the new car can effectively claim one of the biggest boots in its class. The rear lighting signature employs LED technology and harmonizes perfectly with the chrome rear strip which carries the new model's name: Renault Latitude.

Based on the same architecture as New SM5, which was recently launched in the Korean market, Renault Latitude profits extensively from Renault's engineering expertise. Occupants benefit from a comfortable, silent ride, as well as a particularly precise chassis and a choice of powerplants that are sure to give it a decisive edge over its rivals. The complete equipment list, which will be revealed at a later date, places the emphasis on innovation and travelling comfort, including a dual-mode air ionizer with double fragrance diffuser, triple-zone climate control, a massaging driver's seat, Bose Premium audio, the Renault hands-free card, etc.

Ferrari Sports Car FSX Concept Four-Door Supercar Sedan

It is intended to be a car for people who enjoy going on road trips with friends or family, but also like the feeling of driving a sports car. It looks to have 4 doors which is pretty unexpected because that there exists any other Ferrari car with more than two doors. This Ferrari FSX Concept also comes in these photos with a really cool design for the rims which really fits with this Ferrari FSX Concept.

Ferrari Sports Car FSX Concept

The FSX has floating A and C pillars that direct the airflow around the top of the car, into the engine bay, keeping the V12 engine cool. To provide downforce, air is passed through the revolving rear spoiler. Also at the front of the ride there’s an adjustable splitter, that directs air in the split radiators placed on each side of the Ferrari supercar.

This is a really cool, the FSX is a Ferrari concept car, but also interesting concept because it comes with a high tech design, or a concept design or any other way you want to call it. The Ferrari FSX Concept is a 4 door pretty unexpected sedan, it it comes with a high tech design and was designed to fit neatly into the Ferrari lineup. 

The vehicle is a four-door sedan powered by a naturally aspirated mid-mounted V12 engine. The FSX is a Ferrari concept car designed by Academy of Art University (San Francisco) graduate, Paul Kim. This is cool vehicle is Ferrari FSX Concept, the full name is Ferrari Sedan Xperiment. The name “FSX” stands for Ferrari Sedan Xperiment, because this is pretty much what this vehicle stands for, an unusual design experiment.

Ford to limit 2011 Shelby GT500 production to 5,500 units

We've just gotten off the horn with Ford's SVT performance division, and we've learned that the Blue Oval's hot-rod arm is going to limit production of the 2011 Shelby GT500 to 5,500 units for this model year. According to Ford spokesman Henry Platts, the move is not the result of slow sales, but rather a desire to maintain exclusivity. In fact, sales of Ford's king of the Mustang range have "exceeded expectations," with in excess of 3,300 orders already placed.

The 550-horsepower GT500 has not only been performing surprisingly well in a down economy, it's been going out the door loaded-to-the sills with options. According to Platts, there have been three times as many GT500 coupes ordered with the $1995 glass roof option as compared to the regular Mustang. In the "News That Makes Us Happy" category comes word that a full 68 percent have been spec'd out with the $3,495 performance package (includes 19- and 20-inch painted forged alloys, 3.73 limited-slip, tuned suspension, Gurney flap rear spoiler, etc.), and additionally, 70 percent of all GT500s have been ordered with the $2,340 electronics package (navi, dual-zone HVAC and Sirius/HD radio). With the GT500 starting at an out-the-door price of $49,495 before options, we're guessing that the GT500 is more than carrying its weight for Dearborn's bottom line.

While Ford is limiting total output of the GT500 to 5,500 units for 2011, Platts says the automaker has no plans to dictate how that shakes out in the coupe/convertible bodystyle mix. That said, if you've been fence-sitting on whether to pick up a GT500 of your very own this year, might we suggest that you make up your mind... quickly.


[Source: Ford]

Perana Z-One: An Automotive League Of Nations

What do you get if you cross Italian styling with American V8 power and South African manufacturing? Unless you’ve got a punch line, Answer is the Perana Z-One, which will go on sale in the U.S. through Superformance after its Concorso Italiano debut in August. American buyers will get an allocation of just 99 units, so you probably won’t be seeing one parked outside of your local trattoria any time soon.

Designed by Zagato, the Perana Z-One debuted as a concept at the 2009 Geneva Auto Show. It’s lines are Italian, but I’m seeing influences from both the C6 Corvette and the Dodge Viper Coupe; somehow, the styling just works without being garish. At a starting price below $100,000, Z-One buyers will get to spec their cars with either the LS3 motor (good for 436 horsepower) or the LS7 motor for the Corvette Z06 (good for 505 horsepower). No floppy paddle shifters are planned, so buyers can look forward to rowing their own gears. As you’d expect from a limited production car that closes in on six figures, the interior will feature plenty of leather, Alcantara and technology, including a standard equipment navigation / infotainment system.

I can’t vouch for the South African manufacturing, although both BMW and Superformance have used South African labor for years. I love the idea of Italian style combined with the Corvette V8’s ease of maintenance, so I give this one a win.

New car called Smank Tank and Car

This is hybrid car combination between car and tank smank mobile

New Toyota Prado 2010 Australia

Paul Gover alley tests and reviews the 2010 new Toyota Prado at its Australian launch,The average adolescent of the Toyota SUV ancestors is new again. The Prado has had a complete workover in about every area, from the anatomy and anatomy up through the V6 petrol agent and the camera aegis systems.

It's now added comfortable than anytime for burghal assignment and tougher and added adjustable for off-road use. As you would apprehend with a seven-year gap amid archetypal changes.

Toyota Australia claims aggregate from bigger ammunition abridgement to bigger amount and bigger refinement, but it all comes at a cost. The new Prado has put on at atomic 150 kilograms from the antecedent archetypal and the starting amount is up by added than $4000 to $55,990. In fact, alone two of 14 Prado models now hit beneath the Luxury Car Tax beginning and the top-line seven-seater Kakadu turbodiesel auto costs a whopping $88,990. But added than 1500 bodies accept placed orders and Toyota is assured to accept agitation acceptable aboriginal demand.

The fourth-generation Prado is longer, added but lower than its antecedent and, for the aboriginal time, there is a three-door model. But it's not a stripped-out bush-basher, advancing with the seven airbags, ESP adherence control, airconditioning, cruise control, smart-start system, admixture wheels, USB ascribe and Bluetooth, and ability council that is accepted on all models.

2011 Fiat Sports Car Punto Evo Abarth 1.4 Multiair Petrol Engine

The new 2011 Fiat Punto Abarth Evo offer a choice of two different driving styles – Sport and Normal – to suit road conditions and driver preference. Fiat's tuning house has released today the Abarth Fiat Punto Evo for the UK market. The mode selector is conveniently located on the central tunnel in front of the gear lever and lets you switch between the two modes quickly and easily, simply by moving a lever.

If you are looking for a safe, relaxing drive, all you have to do is select Normal mode, while if you feel the need to enjoy the full performance of your Fiat Punto Evo Abarth, flip the switch to Sport position and thrill to the power! Sport mode makes the car more responsive, using electrical servo systems to modify handling and deliver the ultimate sporting feel. Due attention has also been paid to safety of course, so Sport mode also engages the TTC system automatically.

As in rally cars, the driver is assisted by GSI (Gear Shift Indicator). On the Fiat Punto Evo Abarth, GSI acts like an intelligent "co-driver" and provides a signal on the instrument panel to tell you when the right moment has arrived to shift up reducing fuel consumption.

The Abarth Punto Evo is powered by Fiat Powertrain Technologies’ new 165bhp 1.4 16v MultiAir engine which can accelerate the car from 0-62mph in just 7.9 seconds, and on to a top speed of 132mph, and yet returns more than 47mpg fuel economy on the combined cycle. The 2011 Fiat Punto Abarth Evo with the same design as rally cars. The front, the bumper extended width to Incorporate the side flaps.

It’s has a 1.4 Multiair petrol engine also features Fiat’s innovative Start&Stop system. While the Start & Stop automatically switches off the engine, saving up to 10% of fuel consumption and emissions in the urban cycle and up to 3.5% in the NEDC test cycle. “And the new Abarth Punto Evo also takes forward a winning combination of its own – new technology and engineering coupled with great looks and versatility. We are very much looking forward to presenting these new cars to customers through our 19-strong UK dealer network.”

The innovative Multiair engine guarantees sports car performance plus low emissions and reduced fuel consumption. Tests carried out by Abarth engineers have demonstrated that fuel consumption has been reduced despite the fact that power output has been increased. In particular, consumption is only 8.1 l/100 km in the urban cycle; only 6.0 l/100 km in the combined cycle, and 4.8 l/100 km in the extra-urban cycle. The Multiair engine is also impressively clean and already conforms to Euro 5 standards thanks to emissions of only 142g/km.

2011 Porsche Cayenne Sports V6

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.

The six-cylinder Porsche Cayenne is hardly the automaker's crown jewel, but it's frequently one of the best-selling models in the lineup. Following on the heels of its more powerful siblings, the entry-level SUV can't hide behind its engine displacement – it must prove itself through luxury, improved performance, fuel efficiency and value.

We just spent a couple days driving the all-new Cayenne in Germany, and unlike two months ago, when we put the flagship Cayenne Turbo and the eight-cylinder Cayenne S to the test at the beautiful circuit and off-road course at Alabama's Barber Motorsports Park, the European venue gave us the opportunity to drive the entry-level Cayenne in crowded city streets and on the wide-open Autobahn. What's under the hood of the six-cylinder Cayenne, and why is it unique? How does it drive compared to its eight-cylinder siblings? Most importantly, how does it compare to its competition? Find out after the jump.

Porsche will offer four different Cayenne models in North American in 2011: Cayenne, Cayenne S, Cayenne Turbo and Cayenne S Hybrid. (We don't get the Cayenne Diesel, but don't get us started.) In typical Porsche fashion, the automaker introduced its top-level models first with the arrival of the eight-cylinder Cayenne S and Cayenne Turbo in May, while the just-released six-cylinder Cayenne (and the Cayenne S Hybrid) won't be unveiled at your local dealership until this Fall.

While the world is just now getting its hands on it, the arrival of the six-cylinder model has been anticipated for some time, but its powerplant specifics have been largely shrouded in mystery. With an all-new Porsche-developed 3.6-liter V6 on the table (recently fitted to the Panamera), the automaker had a choice between its own engine and an updated version of the carryover Volkswagen-sourced 3.6-liter unit. Economics won the battle, so the standard Cayenne will once again share powerplants with the Volkswagen Touareg.



Displacing 3,598 cubic centimeters, the 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). While the Volkswagen variant makes 280 horsepower, Porsche engineers tweaked the tuning and gifted the engine with a new intake manifold to customize it for duty in the Cayenne. The result is a bump to 300 horsepower (at 6,300 rpm) and 295 lb-ft of torque (at 3,000 rpm). Bolted to the back of the engine is Porsche's excellent new eight-speed Tiptronic S automatic transmission sending power to all four corners through an electronically-controlled all-wheel drive system. There is no low range case anymore, as Porsche says the lower gears are sufficient for serious off-road travel. Even with six-cylinder power, the Cayenne is rated to tow the same 7,700-pound trailer as its siblings.

Aside from the missing cylinders, the six-cylinder Cayenne models also wear slightly smaller standard brakes. The fronts are six-piston aluminum monobloc calipers (painted black) on 13.78-inch iron rotors, while the rears are four-piston calipers on 13-inch iron rotors. Porsche's composite ceramic brake (PCCB) system is optional (and obvious to everyone within eyesight with its huge metallic rotors and yellow calipers). Steel springs and gas pressurized dampers are the only suspension offering.



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.

The lighter powertrain pays off at the scales. The Cayenne SUV weighs just 4,399 pounds, undercutting its sibling Cayenne Turbo by nearly 400 pounds and leaving the competition in line at Jenny Craig, with the Mercedes-Benz ML350 coming in 330 pounds heavier and the six-cylinder BMW X5 lugging around an extra 531 pounds.



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.

Acknowledging that it has less mass to haul around than its predecessor, the 0-60 mph sprint now takes about 7.5 seconds, putting it decidedly mid-pack among its competitive segment. Most importantly, with excellent gearing down low, you won't miss the V8 or Turbo under 45 mph as the six-cylinder Cayenne moves off the line enthusiastically thanks to the aforementioned eight-speed Tiptronic tranny.

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.

The assertive base price means the entry-level Cayenne is priced in the thick of its European competitors, including the six-cylinder BMW X5 ($45,800), the six-cylinder Mercedes-Benz ML-Class ($45,700) and the six-cylinder Audi Q7 ($46,900). The Porsche offers more power than the Audi and Mercedes, but BMW's new-for-2011 twin-turbo 3.0-liter under the hood of the X5 xDrive35i is stronger than the Cayenne's 3.6-liter.



Porsche does not offer a "token" third-row seating option (like BMW and Audi), but its second-row seats slide on rails and the seatbacks recline/fold making the interior both accommodating and very configurable. To its dynamic advantage, the Porsche has the most modern and lightest platform. And, thanks to its Panamera-inspired interior, the Cayenne's cockpit is arguably the most luxurious and inviting of the foursome, too.

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.

The Panamera sedan is currently basking in the brand's sales-leading spotlight, yet the Cayenne will undoubtedly take back its top position when all the models fill the showrooms later this year. Unlike its predecessor, whose owners were often accused of driving the overweight SUV solely for the polished gold, maroon and black badge emblazoned on the hood, the new six-cylinder model is an agile, attractive and well-mannered gentleman. While it may not run as quickly as its athletic siblings, this Cayenne is stout enough to be distinctive on its own – with or without the Porsche crest leading its way.

Gumpert Apollo

Food, women, sports and cars… there you have it, the inner workings of every single man on the planet Earth. We’re simple creatures that don’t take a lot of figuring out. In fact if you present us with a combination of any of those four things together then we’ll pretty much do whatever you want. It really is that simple. Take this past Sunday for example, my buddy called me up and asked if I wanted to go up to Monticello Motor Club and take a spin and test out one of the wildest cars in existence. It weighs just 2400 lbs, puts out 700 hp, will run 0-60 in 3 seconds flat and tops out at a staggering 224 mph. Oh… and it also cost $750,000.00. The car I speak of is none other than the Gumpert Apollo.

I am not going to bore you with lots of details on suspension, or the fact that it’s twin-turbo charged, or that it’s one of the rarest and fastest cars on the road today. For that you can just visit Gumpert’s Website. What I am going to tell you is what it’s like to drive a car that very few people get the privilege of driving. The Gumpert Apollo looks like nothing else on the road and is one of those rare cars that tries to ride the line between full-on race car and road going super car. Laying eyes on the Gumpert in person is a real treat as you’re treated to a car that was no doubt purpose built to go very fast. Its body lines are not graceful, its cabin is not comfortable and it’s engine is not for the faint of heart. What the Gumpert Apollo is, is a car for those who have one hell of a big check book and the desire to drive one of the best performing automobiles ever built.

If you are one of those rare individuals with a Fort Knox bank account and are considering the Gumpert Apollo as a street car then you can forget it, as that is not what this car was meant to be. Sure you can drive it on the road, but at the end of the day, why would you want to? Driving the Gumpert on the open road is like using a tactical nuke for skeet shooting… it’s just overkill. The Gumpert belongs on the racetrack, it’s where it was developed and it’s where it should be.

When I first got to the track I just sat back and admired the car and then began to wonder how I was going to wedge my big ass in there. You see unless you’re 5′ 10′ or shorter, you WILL NOT be comfortable in this thing. I literally had to turn myself into a yoga master to get into this thing and even when wedged in there I was so scrunched up that I could barely move. The seats have no adjustments whatsoever so if you think you can make a tweak here and a tweak there, well then you’d be dead wrong. It does have adjustable pedals and telescoping steering wheel though, so that helped a little.

The cabin is fitted with bare essentials like A/C, power windows and stereo that you can’t reach. The gearbox is a sequential manual unit and truth be told, is a heck of a lot of fun when used properly. The Gumpert was started and then left to sit idling for about 15 minutes to bring everything up to operating temperature and once that was achieved it was time to get in and go. The first thing that everyone should know about this car is that it is NOT for beginners. Being so light and so powerful one has to be really careful about how they drive this thing as it’s not for the faint of heart.

As I rolled out of the paddock and onto pit lane I noticed that the clutch was surprisingly easy but you need to really modulate the throttle to get the car underway smoothly. While sitting at the track entrance I notice that visibility is not this car strong suit, in fact it’s pretty terrible all around. Honestly though, who really cares because with this much power you’ll most likely be ahead of everybody anyway.

The Gumpert is a loud car, but in no way obtrusive. The noise it makes fits the persona of the car and the speeds at which it’s capable of traveling… in short, I loved it. Press down on the throttle, wait for those big turbo’s to spool up and you’re gone, it’s that simple. Acceleration is blisteringly fast, so much so that the only thing you should be concerned with are the brake markers ahead of you and the speed at which you are approaching them. Brakes are massive 380mm discs with six-pot calipers that pull this thing to a halt in no time flat. The ride is very stiff and just reaffirmed my thought that this is not a street car, but a race car that you can drive on the street if necessary.

Steering inputs on the Gumpert are lightening quick as well so you really need to be on your game when driving this car. Get even the slightest bit aggressive with this thing and bad things can happen. I know this because I spun this sucker heading into a nice off-camber right. I’ll tell you something… when you’re sliding backwards in a $750,000 super car you tend to reevaluate your net-worth. My thought though is fuck it, you only live once and if you’re going to loop a car it minus well be a Gumpert Apollo.

I pulled the car back into the paddock, unwedged myself from the cockpit and began to really evaluate the car. The Gumpert Apollo is a lifestyle car, it’s a car for the man or woman who has everything but still wants more. The key however is, will customers who purchase this car actually use it for its intended purpose or will it simply be a conversation piece for others to admire, my bet is the latter. Competition wise the Gumpert Apollo falls in with a pretty good crowd. Bugatti Veyron, SSC Ultimate Aero, Pagani Zonda and Koenigsegg CCX are just a few of its competitors. When all is said and done though, you will REALLY need to like this car in order to plunk down all that cash for it. Lets face it, unless you’re racing in some sort of amateur racing series, or expert road race event, at days end you can have just as much fun in a car that costs over 95% less.