Porsche Cayenne V6

Approximately a year after introducing its controversial sport utility vehicle to the automotive press in sunny southern Spain, Porsche unveiled its third Cayenne model, the Cayenne V6, beneath the skies of a far different clime. A group of brave journalists were flown to Rovaniemi, Finland, to have a first look at the newest SUV from Stuttgart, and to test drive the full Cayenne product line in bona fide winter conditions. For winter driving, Finland in late November is the ideal setting. Rovaniemi, the northernmost "big" Finnish city, is only about 15 miles south of the Arctic Circle. While we were there, temperatures hovered between 20- and 25* Fahrenheit during the day, which began when the sun rose at 9:30 a.m. and ended with a 2:30 p.m. sunset.

Naturally, the biggest difference between the latest Cayenne and its Cayenne S and Turbo brethren is the new six-cylinder powerplant, the first Porsche-built. While Porsche was comically tight-lipped about the 3.2-liter, 24-valve powerplant's origins, the answer is pretty obvious if you think about it for a minute. Go ahead, we'll wait. While the basic engine is supplied from an outside source, the company claims it was modified and revised extensively before being ingested into the Cayenne chassis. The intake system, for example, was completely redesigned by Porsche engineers to maximize engine output. Power and torque have been measured at 250 bhp at 6000 rpm and 221 lb-ft at 5500 rpm, respectively. This accelerates the Cayenne V6 to 100 km/h in just a fraction over 9 sec. and to a top speed of 214 km/h--or about 133 mph.

In addition to the new motor, Porsche also introduced a new six-speed manual gearbox that will be offered on both the V8- and V6-powered models. Unfortunately, this six-speed manual will not make it to the North American market for the 2004 model year. Maybe we'll get it next year, maybe the year after that, or maybe never--Porsche really wasn't saying.

After a seminar highlighting the new engine, new transmission and various standard and optional technical features built into the Cayenne, our group was transported to Porsche's "Arctic Driving Center" located thirty miles north of Rovaniemi and well within the Arctic Circle. Here, we had the chance to drive a fleet of Cayennes equipped with both eight and six cylinder engines. Ironically, all of them were also equipped with six-speed manuals.

The Driving Center was divided into different sections, each intended to highlight a different technical feature. There was an offroad course to demonstrate the capability of the Cayenne's optional Advanced Offroad Technology Package, featuring detachable anti-roll bars and reinforced underpinnings intended for serious offroad use, and a hill-climbing section to demonstrate Porsche's Drive-Off Assistant (PDOA), which assists the driver when starting off on a gradient. The huge snow-covered skidpad, intended to showcase Porsche Traction Management and Porsche Stability Management, was undoubtedly the most fun. Though both systems are engineered to help the driver maintain vehicle control in slippery conditions, I had a lot more fun losing control and going end-around-end at 40 mph--or was it 40 km/h?
At the end of the day, the courses at the Arctic Driving Center showed the Porsche Cayenne to be an extremely capable offroad vehicle. The question still remains, however: Will people use it as such, like your average 4x4 Jeep or Chevy? Or will it just become another shiny, luxurious status symbol relegated to everyday, menial tasks on paved streets? Considering the fact that it is a Porsche, with the price tag to go with it, instinct tells us the latter scenario will more often be the case. Still, it's good to know that a high-end company has designed an offroad vehicle to do just what it's billed to do. We suppose it all comes down to the classic street-driven SUV mantra: Not that you ever would, but it's good to know you could.

VFE 2010 Lamborghini LP 560-4 Spyder - Flame Thrower

Today, the normally tranquil San Gabriel mountains reverberate with the ferocious fanfare of a superbly outrageous V10, each ascending peal of exhaust roar punctuated by a quick exhaust explosion as you effortlessly upshift with the click of a steering-mounted shift lever. Then, as you cut into the myriad switchbacks that twist away from the abbreviated, glass-smooth straights, downshifts are accompanied by a screaming, winding, ripping sound like the world’s most pissed off zipper.

Something is different here, though, as the long, full-throttle bursts of acceleration are accompanied by the subtle but distinct supercharger whine of a supercharger belt at ascending revolutions—all but inaudible through the Lamborghini’s audacious engine noise, but nevertheless present. Sourced in Germany, assembled in Italy, there are few powerplants in the street-going automotive realm that sound quite like this one. But here, today, Italy is not the end of the story. This car, a 2010 LP 560-4 Spyder in shimmering Giallo Midas, has seen its final tuning under the sunny skies of Southern California—just miles from where you now terrorize the alpine clefts and summits.

It has been 15 years since Anaheim, California-based VF Engineering started from humble beginnings, sharing shop space with a fellow car tuner. Those beginnings have grown into something quite different altogether. While you might still spot the odd Volkswagen or B5 S4 on the shop floor, those cars have become the exception rather than the rule.

The day we arrived to drive the yellow Spyder, the VF garage was populated with a Spyker C8 Spyder, a partially disassembled R8 5.2, and another LP 560-4 Coupe in pearlescent white. All these cars have two things in common: They are all mid-engine exotics (the R8 perhaps arguably so, although we’d argue with you all afternoon that it qualifies as exotic), and they were all subject to VF’s roots-based supercharger system.

Today, VF Engineering is a full research, development and installation facility. It retains a fairly humble veneer, housed in an unassuming commercial/industrial unit in north Orange County. You’d drive right by and never necessarily know what goes on here on a day-to-day basis. Flash and bling is not a part of the VF Engineering corporate philosophy. Creating stealthy, superfast exotics definitely is. The company lets the cars speak for themselves—and for itself.

This Gallardo kit represents the pinnacle of the company’s engineering prowess and the culmination of the last decade and a half of research and hard work. It is the company’s new flagship product. In spite of the fairly extroverted Lamborghini subject matter, the kit, a comprehensive engine treatment system, is designed as a cost-effective and totally reversible upgrade that does not require any permanent changes to the existing mechanical or structural systems, or for that matter, vehicle cosmetics. The most involved procedure, other than adding the supercharger and supporting cooling systems, is recalibrating engine programming through the ECU’s OBD-II port.

The Gallardo system literally came about as the next logical step as the company has gone from one car to the next. First contact came about with the V8 in the B6 Audi S4, which was itself the forebear of the eight-cylinder, direct-injection power unit developed for the original R8 4.2.

To hear them tell it, a customer had taken delivery of a new R8 and approached VFE to strap a supercharger onto it.

“We didn’t have [a kit] for it yet,” states VF Engineering principal and chief creative force Nik Saran. “We did have an S4.” The R8’s V8 differed from that in the S4, such as its use of FSI direct-injection fueling, so the team knew the system would require some changes to adapt it to the new car. But according to Saran, working through the project put them in the correct mind-set to work in the exotic car market and with mid-mount architecture like that in the R8.

Once they had designed a system for the 4.2 and mastered adapting it to that car with multiple installations—as well as designing a similar setup for the Spyker C8 Aileron and Spyder, which also employ a midship 4.2-liter Audi V8—the next step was adapting a system for the Audi V10 as found in the R8 5.2 FSI. This particular moment is where the company really distinguished itself from its peers. The V10 kit was a virtual coup, since the finished application was the first of its kind on the world market. In supercharging the R8 5.2, VF Engineering beat out not only the North American exotic aftermarket, but their German competition as well—including such well-established European houses as MTM.

And since, other than being hindered by small internal differences such as camshaft profiles and certain software parameters, the V10 in the R8 is physically identical to that in the Gallardo, Sant’Agata Bolognese was the next logical destination after quattro GmbH.

The claimed power figures from the VF-supercharged Gallardo V10 are an additional 200 peak horsepower and 200 peak lb-ft of torque. That’s a total of 760 hp and about 600 lb-ft at the flywheel. According to the company’s final dyno testing, available in graphic format on the company website, that equates to about 502 hp and 341 lb-ft at the wheels.

The numbers might sound conservative compared to some 1,000-hp cars we’ve heard about—and they are, by design. Drivability and reliability are vital to the VF philosophy. All the power in the world is useless if it can’t be properly deployed or if it flings you into the center median. And the potential damage to drive systems or engine internals doesn’t make for a particularly reversible kit, or for a vehicle that you’re supposed to be able to operate on a daily basis, both of which were key objectives.

Whereas others employ a cast-alloy manifold based on a sheetmetal prototype to feed air into the combustion chambers, VF Engineering went a step further. Using computer simulations and CNC machining, all of their 5.2-liter supercharger systems, Audi and Lamborghini alike, use an intake manifold carved from a solid block of 6061 T6 aluminum billet—a block of metal produces an end product that is as much work of art as engine component. The compressor itself is an Eaton TVS2300 roots-type unit that perfectly suits VF’s conservative tuning philosophy.

According to VF, the neatly cut and rounded 200 hp and 200 lb-ft of torque were not specifically targeted incidental to said philosophy, where the engineers devise a formula that strikes a balance among the three corners of the combustion “triangle”—fuel, spark and oxygen. Each parameter is pushed in relation to the other two, until equilibrium is achieved. All told, boost pressure runs between 5 psi at around 2000 rpm and peaks at around 6.5 psi at redline.

The manifold incorporates a bar-and-plate air/water heat exchanger (aftercooler) to keep the intake charge dense. Twin water coolers are placed up front to assist in engine cooling, along with an aluminum water reservoir and Bosch circulation pump. The factory MAF housings are replaced with high-flow sensor units to free up initial induction. The final step is recalibrating the ECU with custom software optimized for either 91- or 93-octane fuel (760 hp is the standard quoted output on 91 octane, though this number could conceivably go higher with higher octane ratings).

True to the company’s mission statement, all of these mods are completely reversible (i.e., removable with no permanent modifications to the vehicle’s existing systems or structure), should the need arise.

On road and in practice, the enhanced power output is suitably impressive. Hard acceleration is literally breathtaking, especially since the relatively conservative gains are easily deployed by the Lambo’s all-wheel-drive. Long, open stretches are where it feels most at home. The more dynamic portion of our drive took place in the aforementioned mountains, on a particularly kinked and winding stretch of road. Here the output starts to feel just a little bit ridiculous, but it’s still a hell of a lot of fun. Fun tinctured with a healthy dose of terror, and driving this thing on a road like this encourages unbending concentration and respect. It’s also a testament to the brilliance of the new 560 chassis that it is able to harness the enhanced output and remain composed while diving into and then barreling out of switchbacks and tight curves.

For his part, boss Saran is already looking to the future, establishing a strong support network for ongoing development with the V8s and V10s—as well as possible challenges for the future. The way we see it, he’s still got two more cylinders to tackle.

“We only want to do whatever presents a unique challenge,” he says. “I don’t want to do what 10 other companies can already competently do. We’ll stick to the difficult, intellectually challenging stuff. We’re not getting rich doing this, but we’re sticking to our guns.”

 

VFE 2010 LP 560-4 Spyder

Layout
Longitudinal mid-mounted engine, all-wheel drive

Engine
5.0-liter V10, dohc, 40-valve. VFE supercharger system, charge-coolers, revised MAP sensors, high-flow injectors, GIAC ECU

Transmission
Six-speed E-gear automated manual. Heavy-duty clutch and pressure plate, chrome-moly halfshafts

Suspension
OEM

Brakes
OEM calipers, Brembo rotors

Wheels and Tires
HRE 843R, 19-inch
Continental SportContact 3, 245/35 (f), 305/30 (r)

Exterior
OEM aerodynamics

Performance
Peak Power: 760 hp
Peak Torque: 600 lb-ft
0-62 mph: 3.1 sec.
Top Speed: 204 mph

Volvo S40 2004-2006

Make

Volvo

Model

S40

Series Year

2004-06

Std Transmission

5-sp man/5-sp auto

Engine Size

2.4-litre 5-cyl and 2.5-litre turbo 5-cyl

Fuel Consumption

8.7L/100km (2.4L)/ 9.2L/100km (turbo) (combined)

 

A safe and solid selection, especially for younger drivers. The word ''Volvo'' is music to the ears of parents looking for a first set of wheels for junior. The marque's reputation for safety (usually above all else) has made the brand synonymous with surviving the often-inevitable shunts experienced by young drivers. The flip-side in carbon-conscious 2011, of course, is that many Volvos of yore have been big, boxy brutes that not only slurp their way through a tank of unleaded but are also greedy on real estate in the parking station. The solution? Step down a size and look at the first of the proper modern, compact Volvos. We speak of the S40, a model that landed here in the 1990s but really started to find its feet in 2004, when it was upgraded and improved substantially. Like all good Volvos, the compact model's finest hour was as a station wagon, where the car's upright sides and Scandinavian proportions made it an excellent load carrier. Kids don't seem to like station wagons, though, so there was also a sedan version. The sedan seems to be around in the biggest numbers now. (If you're looking at a price list, wondering where the wagons went, Volvo called the model a V50.) The sedan is cheaper, too, so that's a good basis for sticking to four doors and a conventional boot. While the first-generation S40 was based on Mitsubishi underpinnings, the model in question here shares many components with contemporary Mazda3s and the Ford Focus. Such is globalisation but it shouldn't put you off, because there was nothing wrong with either of those donor cars and the Volvo still manages its own distinct flavour. A large part of that is via the engine bay. It contained either a normally aspirated 2.4-litre five-cylinder with 125kW of power or a 2.5-litre five-cylinder with a turbocharger for 162kW and lots of torque. While the turbo sounds like fun (and is), it's not the best option for a younger driver (legally or philosophically), which makes the cheaper non-turbo model the one to choose. A five-speed automatic was a popular choice but a slick five-speed manual was also offered. The fact the manual is the nicest version backs up Volvo's claims at the time that the S40 had broken out of the mould of stodgy dynamics. And it had, too, with accurate steering that finally got rid of the kickback of other front-drive Volvos, plus a decent ride on regular roads. Safety was a priority for the brand, so every S40 got side and front airbags, anti-lock brakes and stability control. But even beyond that were little touches, including seat-belt warning chimes for the rear-seat passengers and child-booster seats built into the rear bench. Standard kit wasn't bad, either, with dual-zone airconditioning, alloy wheels, cruise control and steering wheel-mounted audio controls. Step up to the SE model and you will also score leather seats, electric adjustment for the driver's chair, a trip computer and a better-than-average sound system. The engine is bordering on bulletproof and five-cylinder Volvo engines are renowned for their ability to cop punishment. That said, look for one with a complete service record and evidence of some tender loving care from an owner who gave a damn. The engine's timing belt needs to be changed at the appropriate interval and top-end engine wear can occur if oil changes have been skipped. The engine's fluids should be clean and topped up and check that the overall condition of the car hints that somebody has cared for it. Carpet mats and an ashtray that has only ever held loose change are nice touches that suggest a careful previous owner. With that in mind (and at the risk of hypocrisy, given the car's appeal for learner drivers), try not to buy an S40 that has already had one younger owner. Any car with aftermarket wheels and tyres (which will make it ride like a dray) or a skateboard-brand decal on the back window is probably best avoided. While you are checking the condition of the oil, check to see if the dipstick has a small piece of plastic attached to it that flags the lower mark for the oil level. If it's missing, it is probably floating around the sump, having fallen off the dipstick. It shouldn't cause any problems but it's not a bad way of scaring the seller into knocking a few dollars off. A smell of petrol inside an S40 is sometimes caused by a broken ring that secures the fuel pump in the plastic tank. It is not a huge fix but is important, as petrol fumes inside a car are dangerous. A recall was issued for some S40s built in 2008 to replace the rear wheel studs, which were the wrong specification. A Volvo dealer will know whether your car was affected. Cars with the R-Design package that included a different accelerator pedal were also recalled (probably in the wake of Toyota's issues at the time) to replace the carpet mats that could interfere with the pedal's operation. The turbocharged T5 model built in 2004 and 2005 was also recalled to replace a fuel line that could become damaged by heat from the turbocharger unit.  

2012 BENTLEY CONTINENTAL GTC

A few years back, there was a Guinness ad on TV that ended with the tagline “Perfection just takes a little longer.” This phrase came back to me as I drove the latest Bentley GTC along some of the most challenging country roads in Croatia.

I’ve always considered the original Bentley GT and its al fresco GTC sister to be a work in progress. At launch in 2004, the GT felt 90 percent right, with a few annoying flaws that would not take much to eradicate. Bentley has progressively improved the car along the way, but the new GT, which made its debut at the beginning of this year, was a quantum leap forward from the previous model.
The makeover entailed keeping the overall look of the car more or less the same while changing every single body panel. As with the GT, the GTC’s new body panels have wrung a significant transformation to the car’s appearance.
It is important that a car of this class has a purposeful stance on the road. Where 19-inch wheels were the entry-level footwear before, one-piece 20-inch five-spoke alloys with Pirelli P Zero tires are now standard. Our test car was fitted with the optional two-piece 9.5x21 wheels shod with 275/35ZR21 tires. One of four new designs offered, they look terrific and help to fill out the wheel arches to their brims. The brakes are still the massive 405mm and 335mm vented discs front and rear, and you can have even larger but lighter 420mm and 356mm cross-drilled and vented carbon silicon carbide discs with matching pads as an option.

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The new GTC’s dynamics are as much of a revelation as its looks. The GT and GTC always felt heavy because they are. But handling and feel are all about weight management and the transparency of controls. The first-generation cars always felt compromised by minor flaws in the steering and suspension elements that placed a veil in front of the inherent excellence of the all-wheel-drive chassis.

On the move, the revised steering is now more communicative and perfectly at one with the chassis. The stiffer bodyshell undoubtedly helps the case, creating a stable platform for the suspension to work its magic. Boasting a torsional rigidity of 22,500 Nm per degree of static twist, the GTC is the stiffest open car in the world.
Along with the retuned suspension and steering, stability and handling have also been enhanced by the tracks being widened 48 mm front and 41 mm rear. The final tweak is a recalibration of the ESC stability system so that experienced drivers can “play” with the handling more on demanding roads or even on track.
While there is no escaping the GTC’s massive 5,500-pound weight, the new performance orientated 40/60 front/rear torque bias gives the car a keener turn-in and better balance in to and out of bends than the original 50/50 power split could manage.
The result is that you can now almost think this big, heavy convertible around corners with a high level of precision because it is a far more intuitive drive than before. Because of this, you no longer feel you have to manage the car’s significant weight so carefully when pressing on through the bends, although as always smoothness translates into speed.

The ride has also improved beyond recognition. Where the original seemed to stiff, the new Continuous Damper Control (CDC) suspension settings have been improved to make full use of the new lower friction air suspension valving. Whether in Normal or Sport mode, this delivers improved suppleness to the GTC’s secondary ride. The greater overall composure as the car moves down the road is quite clear. Even in its Sport setting, the suspension noticeably breathes better over short, sharp undulations. While the Comfort setting is fine for wafting along the beachfront, it lacks finite rebound control when you pick up the pace. I left the adjustable damping set in the middle. This delivers a fine balance between comfort and handling that perfectly suits the GTC’s inherent nature.
The build quality, always good, is even better now and importantly, it looks like it has a touch more craftsmanship in its finish rather than being just perfect in a machine-made sort of way. The new seats are lighter and 25 mm slimmer, to the benefit of rear seat knee room. They also have a Neck Warmer airflow system that can blow warm air onto your neck in open-top driving. The GTC is now a genuine four-seater so long as the rear seat occupants are under six feet tall.

Too much power is just enough, and the uprated W12 now makes 567 hp at 6000 rpm, up from the previous 552. However, the emphasis is on improved torque, which is up by 37 lb-ft to 516 at 1700 rpm. The objective difference in straight-line speed from this modest increase is marginal and requires a stopwatch to measure. However, combined with the 150-pound weight reduction, you can subjectively feel a slightly snappier response and greater mid-range urge.
Thanks to the all-wheel-drive system, which ensures a clean launch and perfect distribution of power to the tarmac, the GTC will rocket to 60 mph in 4.5 seconds and takes just 10.9 seconds for the 100-mph sprint. Its 195 mph top speed makes it the world’s fastest production four-seater convertible.
The 5,500-pound curb weight means that you are never going to feel supercar levels of tarmac scorching in this car. The GTC is not the sort of car that screams off the line leaving four black lines on the tarmac. Even if it could, that would be unseemly behavior for a Bentley of any description. Instead it just squats down and goes with a deep growl and a strong and constant thrust that pushes you relentlessly towards the horizon.

On the fly, the improved W12 motor and its six-speed automatic partner are like an Olympic-grade ice skating duet. With the Quickshift system from the Continental Supersports now standard and able to deliver 200-millisecond upshifts, the engine and gearbox work quickly and seamlessly in perfect unison. Floor the throttle at speed and the super-smooth kickdown brings the most appropriate of the six forward ratios into play instantly. The transmission will even double-downshift to deliver warp factor levels of drama-free acceleration. It is the epitome of the proverbial iron fist in a velvet glove.
Where the original GT and GTC may have been desirable to many buyers for their image rather than just their technical and dynamic prowess, the latest cars exceeded my expectations on all levels. To paraphrase a well-known stockbrokers’ saying, this car is a definite buy. To which I would add: and enjoy!

2012 Bentley Continental GTC

Layout
Longitudinal front engine, all-wheel drive
Engine 6.0-liter W12, dohc, 48-valve. Twin-turbocharged
Transmission
Six-speed automatic with Quickshift
Suspension
Self-leveling air suspension, four-link double wishbone (f), trapezoidal multi-link (r), antiroll bars
Brakes
15.9-inch (f), 13.2-inch (r) ventilated rotors

2007 Maserati Quattroporte Automatic

Even though it's been around since 2004 and remains visually unchanged for 2007, this stunning Pininfarina-styled sedan still attracts plenty of covetous glances in a place where Lambos, Bentleys and Ferraris are as common as the luxury condos that crowd this tiny principality.

The change from this car is the transformation to a conventional six-speed, torque converter automatic transmission. The idea might cause techno-istas to scream about being backward-looking, or the cognoscenti to mutter about poseurs who don't like to drive, but this new, unique-to-Maserati ZF gearbox is a great leap forward.

The Quattroporte's appeal was always compromised by the DuoSelect's sometimes stuttering action, which was especially irritating in urban traffic. The most recent iteration of DuoSelect is greatly improved, but it can't match the creamy-smooth selection from Lexus and Mercedes-Benz. Nor does the DuoSelect come close to the ease and precision of using this new ZF automatic, which operates as slickly as the Casino's banco dealer.

Fitting the ZF is a major deal. The DuoSelect is a transaxle layout, with the rear-mounted transmission connected to the engine with a torque tube. The ZF, in contrast, sits in the conventional spot, up front behind the engine, meaning several powertrain modifications, including a new rear suspension subframe, a wet sump oiling system in lieu of the DS's dry sump (the wet sump uses a single oil pump and also is quieter), a redesigned block with minor alterations to certain auxiliaries, and a prop shaft in place of the torque tube. The weight gain is about 44 pounds, but despite this change in configuration, a favorable, slightly rear-biased weight distribution is retained.

The V8 engine also receives a few tuning and packaging mods. The manifold has been reworked and the new cam covers are painted blue to differentiate from the DuoSelect cars. Inside, a continuous phase valve gear on the intake side and modified pistons improve combustion and help coax an additional 7 lb-ft of torque at the peak of the power curve, which now occurs at a lower 4250 rpm. Both engines are rated at 400 bhp, but fuel consumption in the Automatic is said to be improved by almost 10 percent in the highway cycle for the real this car is too fast if you use it in indonesian road LOL.

2010 Mercedes Benz SL65 AMG

New Cars+New Gear+New Technology
Flirting With The Dark Side In The Most Powerful Mercedes Yet
* Deep within Daimler-Benz's monolithic enterprise resides an enclave for the Black arts. Conducting their secretive activities as the innocuously named AMG Performance Studio, these masters of arcane technologies are not content to perform such commonplace conjurations as turning lead into gold. Theirs is a greater magic, transforming already marvelous alloys of applied science into machines of extraordinary attributes--as I discovered once again in a day behind the wheel of the Mercedes-Benz SL65 AMG Black Series.

601-hp SL65 AMG into the track-worthy Black required the wave of a huge financial wand (one reason each of the 175 examples coming to America will start around $300,000).This car are perfect for young people until old, because the concept of this car is sporty, elegant, glamour