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The redesigned CL550 is another in a long line of legendary Mercedes-Benz coupes. The unique pillarless design of the CL-Class may be familiar, but that's where the comparisons end. The 2007 CL550 adds PRE-SAFE® technology, and a 20-gigabyte hard drive for faster processing. The new stance casts a silhouette that's poised to launch forward — and the emboldened look is accented with an aggressive front air dam, aerodynamically chiseled rear bumper, a classic front grille, and staggered-width 18" 9-spoke alloy wheels.

Specifications -
Engine and Drivetrain
Engine 5,461-cc DOHC 32-valve V-8. Die-cast aluminum-alloy cylinder block. Aluminum-alloy heads.
Net power 382 hp @ 6,000 rpm
Net torque 391 lb-ft @ 3,000 rpm
Compression ratio 10.7:1
Fuel requirement - Premium unleaded gasoline, 91 pump octane.

Fuel tank (capacity - reserve) 23.8 gal - 2.9 gal

Transmission 7-speed automatic. Electronically controlled shifting. Driver-adaptive programming adjusts shift points to the driver's current driving style. Driver-selectable Comfort mode starts the vehicle moving in 2nd gear, or 2nd Reverse and upshifts at lower rpm to help improve control on slippery surfaces.

Drive configuration Rear-wheel drive.

Rear axle ratio 2.65:1

Price - 108000 Dollars Approximately in USA

Brabus SV12 R -is going to be the world’s fastest and most powerful luxury sedan. Based on the latest Mercedes S 600 facelift, the SV12 R develops 750 hp and can hit a top speed of 211 mph.
In order to obtain the power increase, Brabus added larger turbochargers, a more efficient intercooling system and a stainless-steel high-performance exhaust system with four tailpipes and metal catalysts with low back pressure. As a result the engine delivers 750 hp at 5,500 rpm and a peak torque of 995 lb-ft at 2,100 rpm. The SV12 R sprints from 0 to 60 mph in 4.0 seconds, can hit the 124 mph barrier after just 11.9 seconds and is electronically limited to a top speed of 211 mph.
Next to this immense power upgrade, the SV12 R also adds custom-tailored front aluminum sport fenders that replace their production counterparts, an air vent made from clear-coated carbon and a horizontal brace that spans the outlet with embossed BRABUS signet and integrated LED lights, BRABUS rocker panels that feature integrated entrance lights and light-alloy wheels with diameters ranging from 17 to 21 inches.

Saleen Raptor is a mid-engined sports coupe featuring 650hp and a top speed over 200 MPH.Saleen's 5.0 Liter Supercharged V8 runs on E85 ethanol which burns more cleanly and features a higher octane rating for more power. The result is a 0-60 MPH of 3.2 seconds and top speed over 200 MPH.
Well, Saleen Raptor is making a hell of a first impression ...

The new The Audi GT3 R8 sports car is a race car that will enter into some of the great races of the world sometime next year.Power for the Audi GT3 has been boosted to 500hp and the engineers digged deep into the technics to conform with GT3 standards. The four-wheel-drive system had to be replaced with a more conventional GT rear-wheel drive system and it is also equipped with a newly developed six-speed sports sequential gear box.

The Audi GT3 is a super sports car indeed.

Some people may be tempted to dismiss Audi's R8 mid-engined supercar as a reskinned Lamborghini Gallardo. The format is just so similar, and Audi already makes the Gallardo's body in one of its aluminum-space-frame facilities. Besides, with a history of intelligent platform sharing under its belt, why wouldn't Audi simply indulge in a little badge engineering?

The answer is simple: Audi is a company on a mission. Remember — this carmaker revolutionized rallying with its Quattro and then later turned the 24 Hours of Le Mans into a company picnic, with five victories scored by this new car's namesake. Audi also kick-started a design renaissance with the first TT and prompted an entire industry to look at vehicle interiors in a different light. What's left to do? Well, Audi would love to steal a larger share of the luxury-sedan market, and it would certainly like to stick it to Ferrari and Porsche in the segments those companies rule.
That's a tough objective, but if the R8 is anything to go by, don't dismiss the idea as pie in the sky. For one thing, the R8's versatile nature reminds us more of Ferrari's F430 than it does the more-or-less relentlessly severe Gallardo. This is not a car that gets in your face the whole time you're in it. When equipped with the stock suspension or the optional adjustable magnetic shocks, the R8 will cruise the freeway with as little ride disruption and mechanical commotion as an A4.
Yet at speed the R8 gathers itself into a tautly controlled crouch, heading where it's pointed with remarkable precision and exhibiting none of the propensity for snap rotation that some mid-engined cars have made famous. Some of its stability is from the unequal tire sizes, and some, no doubt, is from the Quattro all-wheel-drive system that has a default rear-wheel torque bias of 90 percent. The viscous-coupling center differential will never furnish more than 35 percent of available power to the front axle when it detects slip at the rear, preserving a strong rear-drive character in almost all circumstances.
This leaves the flat-bottomed steering wheel calm and nearly free of front-drive contamination. Sure, there's enough load increase in turns to inform the driver of events at the front wheels, but the leather rim is almost devoid of vibration and kickback shock. It's so good that we'll undoubtedly hear criticism aimed at the mechanism for being isolated and uninvolved. It really is not. The steering on this car is for the finely tuned driver rather than those who require feedback at 7.6 on the Richter scale.

But don't mistake this for a luxury coupe. The mid-mounted, direct-injected V-8 is borrowed from the heavy-breathing RS 4, but with dry-sump lubrication for its new low-slung duty. Mounted so that its throttle-body intakes face rearward, meeting ducts that loop around from big intake slots ahead of the R8's signature "side blades," the V-8 is actually offset from the center line to package the all-wheel drivetrain.
The transmission mounts behind the rear axle, and a shaft runs forward through the engine's sump to power the front axle. Audi needed space for that arrangement. But Audi has camouflaged the offset effect carefully with engine-bay hardware that makes the view through the glass hatch appear symmetrical. You need to check the position of the four-ring insignia on the car's tail to confirm that the engine is shaded to the right.

No one should doubt that the direct-injection V-8 is intended to be on display to passersby, and there is even LED lighting in the engine bay to enhance the effect at night. Ferrari makes a big deal of its F430 engine, too, particularly with the Spider version. Coincidence? Not likely, given that Audi's V-8 is as much aluminum sculpture as it is machine, and it is dressed accordingly, with considerable attention paid to its dual role as window model

The Ariel Atom 2 is by far the most committed track car here. In his quest for lightness and speed, the Atom's designer, Simon Saunders, left out the doors, the windshield, the top, and even a sheetmetal skin. It's like a two-seat formula car, and as the smallest and lightest in this group, it was the quickest by a wide margin—it catapulted to 60 mph in 3.0 seconds and was the fastest around the racetrack by almost two seconds.

The Atom's speed comes with a generous dollop of styling, as there are interesting details everywhere the eye falls. The signature element is the powder-coated steel-tube frame and its devilishly graceful curves that join the front and rear ends. It's the automotive version of Nike's swoosh.
"Everyone wants to touch it," remarked Tom Smurzynski. The car, that is. He's from Brammo Motorsports, the North American builder of the Atom. Although the car was created in England about seven years ago, most of the construction for North American Atoms is done at the Brammo shop in Ashland, Oregon. Those gorgeous steel tubes are precisely shaped in an automated CNC tube bender. Brammo also fabricates the suspension, the carbon-fiber fenders, and the fiberglass floor pan. There are enough changes over the original that Brammo has christened its car the "Atom 2." A base model starts at $41,995, and ours ran almost 60 grand.

Mounted in the rear are the supercharged four-cylinder engine and five-speed manual transmission from a Chevy Cobalt SS. The engine is available in various horsepower levels, from 205 to 300. Ours had the 245-hp Stage 2 package.

Although we've never favorably compared the Cobalt engine's noise and vibration characteristics with a Honda engine's, the Chevy engine works fantastically in the Atom. The driver feels little vibration, which is likely thanks to the engine's balance shafts. The combination of supercharger whine and rorty exhaust is satisfyingly sporty.
There's so much low-end grunt that around Buttonwillow we rarely dipped below third gear. The Atom pulled fiercely at all rpm and could invoke massive wheelspin at will. Although the gearbox action is light, direct, and far slicker here than in a Cobalt, we were glad not to have to shift often. Things happen at warp speed in the Atom—straights evaporate, braking zones seemingly last only a few yards, and the corners feel as if you were in a centrifuge. We're used to far lazier responses than the Atom's, and we all had difficulty keeping up, which made some of us call the Ariel "nervous and twitchy."

We simply needed to acclimate. The Atom does what it's told, but you have to be damn quick and sure with your instructions. Once that was settled, we had joyous fun, passing the Z06 as if it were a minivan.

Outright speed is only one of the Atom's charms. Others—including watching the front suspension move, feeling the wind crawl up your pant legs and assault your noggin—could just as easily be called annoyances, depending on your frame of mind. This car, however, draws attention. The owner of our test car only uses it for track days and thus had not registered it for street use (we only drove it on the track), but we can easily imagine the stares it would elicit on public roads. In an ever more homogenized automotive landscape, there's nothing else like the Atom.

The 2006 Mazda MX-5 Miata Grand Touring has a big heart. Shaking free of its cute roots, the third generation MX-5 is a polished package of performance and pure fun. Carrying a list price of $24,435 ($25,495 as tested), the 2006 Mazda MX-5 Miata Grand Touring comes with a 4 year/50,000 mile warranty and just two seats – back seat passengers need not apply. The MX-5 might just be the ultimate commuter car – small, efficient and affordable, it could make your commute the best part of your day.
When Mazda introduced the MX-5 Miata in 1990, it was an instant hit. With proportions that recalled British two-seaters like the MG-B and Austin-Healy Sprite, the Miata added a much needed dash of Japanese reliability to the formula. People who've never driven a Miata might think of them as toys – and nothing could be farther from the truth. The Miata has always had the soul of a sports car.

The new MX-5 Miata is still small – but it's bigger and more muscular than previous generations. Broader and longer than before, the MX-5 actually exudes a bit of menace from certain angles. The designers have done a good job of preserving the essential character of the Miata, while pumping it up at the same time.

The Grand Touring model comes with a cloth top, a classy upgrade from the vinyl tops found on the other MX-5 models. A glass rear window with a defroster will help make the MX-5 a year-round car, even in frigid climates.

Top up or top down, the MX-5 is a looker. Shiny integrated roll bars catch the light behind each seat, adding obvious safety benefits. The multi-spoke 17" alloy wheels look great, especially with the wide low-profile tires. Subtle badging never says "Miata" on the outside – I guess "MX-5" is more macho. Go figure.

I've always been a little jealous of Miata drivers. I don't have a tailored suit kind of body. I'm big and wide, always have been. Previous generation cars were just too small for me. The MX-5 has grown to accommodate me – just barely. If you're much over 6' tall, you may have to forget about driving, at least with the top up. The top closes with one big latch in the center of the windshield. It's easy to release with one hand, and flops open with minimal effort, literally in seconds. I was able to open and close the top from the driver's seat. I've owned several convertibles, and going topless is always a balance between convenience and pleasure. Not in the MX-5 – it's as easy as opening a window, and takes just as little thought.

The Grand Touring MX-5 features gorgeous leather seats, as opposed to the black cloth seats on other models. The seats are comfortable, supportive and generous. Leg room is sufficient for comfort, great for driving. The driver's foot box is a little tight – don't try to drive the manual MX-5 in your work boots.

The MX-5's dash is clean and uncluttered, a simple palette for performance driving. There's very little storage in the cabin, and the trunk holds just 5 cubic feet. Leave the junk in the SUV.
especially when the top is down and you can hear the rich exhaust note. It's the MX-5's four wheel independent suspension and handling that rocks. The MX-5's razor-sharp rack-and-pinion steering and low center of gravity make it feel glued to the road, never twitchy. My test car had a $500 suspension package with sport-tuning, Bilstein shocks and a limited slip differential – so it had particularly good road-feel and handling, swallowing bumpy roads whole.

All MX-5 models have the same engine, a 16-valve 4-cylinder powerplant that pumps out 170 hp and 140 lb-ft of torque. My test car's 6-speed manual transmission was well-matched to the engine, requiring a minimum of fussy shifting in traffic and providing great access to the meaty part of the powerband. The 4-wheel anti-lock brakes are great – big discs and calipers haul the MX-5 to a stop in a hurry.

Driving the MX-5 is a contact sport – you have to pay attention to the engine, brakes and steering to get the most out of the car. It is pleasantly tame in day-to-day driving, well-suited to big city commuting – as long as you're not intimidated by bigger vehicles. The MX-5 is itsy-bitsy.
Power isn't everything. Another important factor to consider with power is weight. It goes without saying that the lighter the car, the greater the effect engine power will have on it. The MX-5 is a very light car – 2498 lb – with a power/weight ratio of 0.068. Each horsepower from the engine has to move only 14.69 lb of car down the road. You have to spend lots more money to find that kind of power/weight ratio in a two-seater – there's not a two-seat roadster within $8,000 that can touch the MX-5's statistics.

Pontiac is releasing the Solstice in 2006, a missile aimed directly at the MX-5. Though it has similar pricing and proportions to the MX-5, the Solstice has a longer wheelbase, outweighs the MX-5 by 360 lbs and has a lower power/weight ratio (0.061). Saturn has the Sky on deck for 2007. Look for reviews here as soon as we can get our hands on them. It should be an exciting comparison.

Other two-seat roadsters on the market include the BMW Z4, Audi TT, Nissan 350Z Honda S2000 and Porsche Boxster – all of which cost $8,000 or more over the MX-5's price. That's how much you have to pay for this quality driving experience. The MX-5 is a real bargain. It's the most sports car you can get for the money, hands down.

The 2009 Range Rover is a 4-door, 5-passenger luxury sport-utility, available in two trims, the HSE and the Supercharged.

Upon introduction, the HSE is equipped with a standard 4.4-liter, V8, 305-horsepower engine that achieves 12-mpg in the city and 18-mpg on the highway. The Supercharged is equipped with a standard 4.2-liter, V8, 400-horsepower, supercharged engine that achieves 12-mpg in the city and 18-mpg on the highway. A 6-speed automatic transmission with overdrive is standard on both trims.

The 2009 Range Rover is a carryover from 2008.

Group Lotus plc unveils a new updated and significantly enhanced range of Europa’s at the 78th annual Geneva International Motor Show. The new entry level Europa is priced at £27,950 MSRP / €37,500, with the range topping Europa SE available for a competitive £32,995 MSRP / €41,500 (Euro prices are without taxes, delivery & other related costs).

These new Europa variants have been designed and developed especially for European customers and will be sold exclusively across Europe from June 2008. The Europa is now available to a larger target audience with the entry level car providing a more accessible way to own a Europa and the SE designed to appeal to those who are even more style conscious and want increased levels of performance.

Mike Kimberley, CEO of Group Lotus plc commented: “As the true driver will know, this Europa range, offers access to Lotus’ unique DNA for those who perceive the Elise and Exige as a little too uncompromising for everyday use. The new Europa SE sits at the more refined end of the Lotus spectrum, providing a terrific mix of performance, agility and style, but incorporates Lotus’s values and heritage”.

The Europa has a mid-mounted 2 litre turbo charged engine, tuned in the SE with an all new calibration to 225 PS and with 300 Nm of torque to offer effortless cruising capability. Even though the Europa is engineered with more relaxed driving characteristics it provides amazing performance, with 0-60 mph in the SE dispatched in 5.5s (0-100 km/h in 5.7s estimated) and the sprint to 100 mph (160 km/h) taking just 13.0s (estimated). Given the legal opportunity to stretch its legs, the Europa SE will hit a top speed of 143 mph (estimated).


The Europa now offers increased levels of comfort over the Elise and Exige whilst enhancing the focused driving experience that you would expect from a Lotus. These models are both equipped with race car derived double wishbone suspension to give an exceptional driving feelwith Lotus DNA. The sleek Europa body work, together with the assistance of the flat underbody, generates positive downforce to provide balanced handling at speed.

The Europa SE has attractive and light weight new wheels, which are shod with wider, high performance tyres, for increased levels of grip. These new high performance wheels are larger with 17″ rims up front, and larger 18″ rims on the rear. The new wheels house high performance AP Racing four pot brakes and larger (308 mm) diameter discs.

The SE interior has been updated by Lotus Design with a stylish new design that works in harmony with the premium avant-garde Ice White of the Geneva Show car. The interior is finished using 4 hides of soft, lightweight high-grade leather, to ensure that every surface has a luxuriant tactile feel.

As with all 2008 Lotus road cars, the Europa and Europa SE come with driver and passenger airbags and an engine start button as standard. The Europa interior is furnished with leather sports seats and comes as standard with a high quality stereo system.

NEW COUPÉ-CABRIOLET TO COMPLETE THE NEW FORD FOCUS FAMILY
• Restyled Focus Coupé-Cabriolet debuts at the 2008 Geneva Motor Show
• New Focus front end with ‘kinetic design’ styling
• Enhanced interior with high quality materials and new instruments
• Best in class Coupé-Cabriolet luggage compartment volume with roof up and down
• Coupé-Cabriolet completes the line-up of new Focus bodystyles, comprising 3-door, 4-door, and 5-door Sedans as well as Wagon
• Ultra-stiff body to support driving dynamics and steering precision

The new four-seater Ford Focus Coupé-Cabriolet has its public debut at the 2008 Geneva Motor Show. The new model joins the three-door, four-door, five-door, wagon and sporty ST models, extending the comprehensive new Focus range and offering the greatest variety of bodystyles for a single vehicle line within the Ford of Europe portfolio. As a final addition to the exciting and fully comprehensive Focus range, the all-new Ford Focus RS high performance model will be launched in 2009.

The newly designed Focus Coupé-Cabriolet with its retractable hardtop will once again be manufactured at the Bairo plant of Pininfarina, Ford’s partner in designing, engineering and building the Focus Coupé-Cabriolet. This stylish vehicle is a true four-seater that combines a high emotional appeal with “must have” means for everyday use: With the roof closed, new Focus Coupé-Cabriolet offers a best-in-class luggage capacity of 534 litres. Even with the retractable hardtop stowed in the boot, the new Ford provides a voluminous 248 litres of luggage space under the folded roof.

“As with the generic new Ford Focus, with the Focus Coupé-Cabriolet we also felt the importance of aligning this charismatic vehicle with our ‘kinetic design’ language as soon as possible,” said Stephen Odell, Vice President Marketing, Sales and Service at Ford of Europe.

‘Kinetic Design’ Styling
“The new Ford Focus Coupé-Cabriolet is a special blend: We felt that the new very ‘kinetic’ front end design will perfectly complement the timelessly-elegant, Italian flavoured profile and rear end design. The result is a perfect mix of latest level Focus dynamics and the special Coupé-Cabriolet design execution that we had already developed jointly with Pininfarina,” said Chris Bird, Design Director at Ford of Europe.

The entire front end design of the new Ford Focus was fully adopted for the
Coupé-Cabriolet: The new three-dimensional bonnet design flows harmoniously into the iconic dual-trapezoidal-grille design, with both the upper and lower grille being equipped with a classy chrome surrounding. The front bumper, lights and front fender designs clearly reflect the latest dynamic Focus styling, but are also tailored to perfectly fit the elegant side view of the Coupé-Cabriolet.

The interior styling of the new Focus Coupé-Cabriolet also received a fresh approach with bold design statements, high quality finishes and hard-wearing materials all completed with a high level of craftsmanship. Most prominent for the driver is a new instrument cluster of a ‘binocular’ style with instruments illuminated in red.

As with the new Focus, the Coupé-Cabriolet also benefits from the flow through centre stack to the standard ‘premium’ centre console with an increased stowage volume of approximately 4 litres and a sliding armrest with a travel of 80 mm, both contributing to increased comfort and convenience.

New Technology
A number of new standard driver assistance features have been introduced on all new Focus models with further technology options, and will also be introduced to the Coupé-Cabriolet.


These features include:
• Available ‘Ford Power’ button for keyless start, plus keyless entry system
• Standard emergency hazard warning light activation system (Info: except Finland and Sweden)
• New optional Tyre Deflation Detection System (DDS)
• New audio connectivity module for external devices and new levels of Bluetooth® and USB connectivity, voice control and navigation systems
• New navigation systems include an affordable navigation option with ‘SD’ card slot as well as a DVD based system with 7″ colour touchscreen
• Digital Audio Broadcast (DAB) tuner on Sony radio system available
Powertrains and Series
A fine range of Duratec petrol and Duratorq diesel engines was chosen for the Focus Coupé-Cabriolet: While the 1.6-litre 100 PS/74 kW Duratec petrol is the entry level into the Focus ‘wind-in-the-hair’ experience, the well acclaimed 2.0-litre 145 PS/107 kW Duratec HE engine is available with a choice of a sporty 5-speed manual transmission or the very comfortable FN automatic transmission for relaxed cruising joy.

The 2.0-litre Duratorq TDCi engine has 136 PS (100 kW) and a maximum torque of 320 Nm. To make driving with the 2.0-litre Duratorq TDCi engine even more refined and comfortable, specific improvements have been made to its Sound quality and vibration behaviour. This engine – along with all other Ford Focus petrol and diesel engines – benefits from a new insulated, weight reduced cowl panel, for optimum acoustics and a new carpet with a modified heavy duty coating for further sound deadening.
In terms of the series availability, the new Focus Coupé-Cabriolet is once again available with a well equipped entry ‘Trend’ specification, which can also be ordered in conjunction with a special ‘Sport’ pack, covering a sport suspension and specially designed 17-inch alloy wheels. Black tinted headlamp housings on the exterior emphasise the sporty appearance of this series.

The top-of-the-range ‘Titanium’ series also features exterior details like specially designed 17-inch alloys and the black headlamp housings, but also classy interior items like the standard partial leather seats. As an option, full leather seats in three different designs are available.

High Safety Standards
A very stiff bodyshell construction and a precise suspension and steering tuning are the active and solid base for the new Focus Coupé-Cabriolet’s safety package. As a part of Ford PrecisionDrive, it helps drivers to intuitively rely on their Ford car in any driving situation. In addition to this very convincing package, ESP has now been introduced to be standard in all European major markets, and complements the very capable four-disc braking system with EBA.

The passive safety also starts with an ultra stiff bodyshell and a rigid passenger safety cell. Without a regular sedan roof structure however, front crash load paths for the Focus Coupé-Cabriolet had to be redistributed behind the A-pillars into the door structure.

As a result, these load paths were significantly reinforced by using high strength HSS 2 steel and increasing the rocker height by 35mm. The load path through the door structure can carry loads up to seven tons – comparable with the cumulated load capability of a Focus four-door at the roof and door structures.
In addition to standard front and side airbags, Ford’s new Rollover Protection Device (RPD) system plays a vital role in increasing Focus Coupé-Cabriolet’s passive safety performance. RPD is designed to help protect passengers in the unlikely event that the vehicle rolls over. Electronic sensors and a gyroscope are at the heart of the system, and can detect an impending rollover. When this happens, two ultra-strong safety roll bars “fire” into position within a tenth of a second. Combined with the reinforced A-pillars and the highly rigid front window frame, RPD is a reassuring device that provides valuable extra protection for occupants.

The 2010 Hyundai Genesis Coupe SE was shown to the world recently in New York and the stunning silver color with amazing window treatment looks simply unbelievable.

The 2010 Genesis will be a whopping 310HP and it will have the option of either a 4-cyl or V6. Whichever you choose won’t make a difference for the transmission as it comes with a six speed manual transmission on both models. The noise being talked around the release of this vehicle is the fact that it sends most of the power to the rear wheels making it super fast and great to control. It has custom Brembro brakes installed with each car. You can expect to see 19” rims on the car when you get it but that is easily customizable and will also make yours stand out amongst others.
There is no set figure for the cost of each Genesis but it has been said that it will be the cheapest 300HP coupe on the market when it hits in 2009. The engine will be able to power the Genesis from 0-60MPH in less than six seconds and the engine also uses lightweight techniques and products to make the engine more lightweight as well as thermal efficiency which helps keep the engine at a safe temperature.

There are some nice custom features included on the vehicle which include HID lights which are far better for night driving and seeing through bad weather, great stereo and audio system as well as great safety features. The vehicle shouldn’t cost much more then $30,000 - $40,000 when it’s released in 2010 and if there were any drawbacks I would say the interior could be improved quite a bit as it seems done cheaply. The 2010 Genesis is in production and the final prices and specs will be released as we near closer to the release of this wicked performance vehicle.