FEATURED ARTICLE - 2012 Mercedes-Benz CLS550

NEWS & REVIEWS The CLS-Class created a new vehicle category in 2003 by combining the elegance and expressiveness of a coupé with the comfort and functionality of a sedan. The CLS delighted the public and astounded the competition. Since October 2004 it has been the car of choice for around 170,000 buyers worldwide. The 2012 CLS-Class builds on the pioneering role of its predecessor with a fresh new interpretation. The proportions remain as spectacular as ever: long hood, tightly-styled frameless side windows and a dynamic roof sweeping back at an angle towards the rear. Though the proportions are the same, the second generation of this design trendsetter has a completely new look. What immediately strikes the eye is the innovative front design, which is reminiscent of the Mercedes-Benz SLS AMG. Visually, the radiator grille is not integrated into the hood but formed separately. This further highlights the long, sporty hood. The grille is dominated by the large central star, which unites the car with other Mercedes-Benz coupés and also enhances brand identity. The large, elongated dark air inlets with black grilles also add to the vehicle's athletic appearance. Another distinguishing feature comes in the form of the full LED headlamps. A total of 71 LED's provide an unmistakable appearance as well as a significantly enhanced view of the road compared with previous systems. No confirmations have been made on what engines will be offered but the CLS will likely get the new 429-hp 4.6-liter twin-turbocharged V-8 in the CLS550 and the 536-hp 5.5-liter twin-turbocharged V-8 in the CLS63 AMG. Stay tuned for more updates after its unveiling at the Paris Motor Show in October. PHOTOS: click photos to enlarge

FEATURED ARTICLE - 2010 Audi Q7 3.0 TDI

NEWS & REVIEWS The 2010 Audi Q7 3.0 TDI will quickly change the way you feel about diesel engines, providing low-rpm power and guilt-free gasoline mileage without any of the normal diesel drawbacks. Our tester even came with a big sticker above the fuel-cap door as a reminder to only use diesel fuel and we can see where it would be too easy to step out and unknowingly fill her up with premium instead. The Q7 3.0 TDI defies all the stigmas past diesels have tainted the motoring public’s minds with, being both noise free, shake free, and without a hint of diesel smell. From the moment you turn the key, you would be hard pressed to know that this isn’t just a gasoline-powered engine. That is not to say the ride is any way exhilarating, because it is not. Audi pulls Lexus-like tranquility and quietude (in a diesel!) but with better steering feedback and road feel. The Audi is heavy, weighing in at 5,192 pounds, and power is diverted through a blah-feeling six-speed automatic and down to all four wheels through standard Quattro all-wheel drive. All these combined and you have a car that just doesn’t want to get out of its own way and this feeling is especially pronounced in its lower gears. Acceleration is calm and collected no matter how forcibly you slam the throttle to the firewall. At first it feels like it is choosing one gear too high and thus relying on its fat torque curve for the slight back shove. However, switching the Tiptronics into manu-matic mode and forcing the car to start in first gear still won’t provide an ounce of wheel spin; instead you get drama-free acceleration. But for those that prefer something more serene, the Audi Q7 3.0 TDI might just be the perfect ride. The interior materials and build quality are some of the best you can come across. Besides a few design niggles here and there (we spent the first ten minutes trying to open the glovebox), all the Audi’s controls and gadgetry are intuitive, where you would anticipate them to be, and have the well-built touch you expect. A tri-panel sunroof with window shade gives the cabin a bright and airy feel, although hotter climates may wish for a way to fully block out the sun’s rays. For 2010 Audi updated its Multi Media Interface with better graphics and a brighter and clearer seven-inch LCD screen. An eight-way joystick allows you to better move from one menu to the other. The always-nice second infotainment screen in the middle of the gauge cluster provides a convenient way to keep your eyes on the road while fiddling with the car’s functions. The 2010 Audi Q7 is also spacious with plenty of rear seat legroom for even tall adults without the front driver and passenger being forced to move their seats forward even an inch. The driver’s wheel well is small and that impression was exacerbated by the dead peddle that sits higher than the other peddles and takes away more comfort than it provides. The Q7 does come with a third row of seats, though it pulls a first-generation third-row mistake because it sits high and are nearly useless unless an adult wants to sit perpendicular. The third row does fold flat, providing a good amount of storage in the rear, and the second row folds down as well. The exterior of the Audi Q7 is as well designed and good looking as the interior. Audi is putting a lot of focus on the eyes of its cars lately and out tester was no different. It included halogen headlamps with incorporated LED daytime running lights, LED turn signals, and front and rear fog lights. In all, the Audi Q7 3.0 TDI’s doesn’t fit into its competition well. It is heavier, slower, and costs more than most of its competitors in the mid-size luxury SUV segment but also provides a well-appointed interior with more interior room. With the diesel in place, it rids the gasoline-powered Q7 of one of its glaring issues: fuel consumption. PHOTOS: click photos to enlarge

FEATURED ARTICLE - 2010 Cadillac CTS-V

VIDEO: NEWS & REVIEWS The 2010 Cadillac CTS-V is a competent sedan that holds water against its German competitors but will stick in our heads because of its brute “wow”-inducing acceleration. The car just has power in droves, hindered only by the automatic transmission necessary gear changes and some split second indecisiveness under part-to-full throttle changes. It is neck-snapping head-rush-generating thrill ride with gobs of flat always-there force that just never relents until you back down. This engine isn’t simply a moderately powerful V-8 slipped under the Cadillac’s hood. It is a ZR1-dervied 556-hp motor that provides a deep V-8 burble with a smidge of supercharger whine and designed to do one thing: to push its occupants to the upper echelons of the speedometer. Speaking of the speedometer, despite sitting front and center and having the more spacious pod all to itself, it felt small and hard to read on anything but mundane driving. It doesn’t really matter because it is best to keep your eyes on the large (extremely large) number that sits on the small screen perfectly located under the rpm gauge in the first pod; that number combined with the revs will give you a good idea of how fast you are going in more spirited driving. More importantly it will allow you to pop off the necessary gear changes with the F1-style paddles located on the back of the steering wheel when in the six-speed automatic’s manual mode. Move too quick and you won’t get the most power; move too slow and you will slam into the rev-limiter. That rpm gauge comes with a nice line of red glowing dots that follow the needle in its half circle rotation and help you quickly determine how far before the next gear change. The ride in the Cadillac CTS-V is tight—enhanced by the way the seats suck you in and hold you snug like a mom’s bear hug after her child’s first stint at summer camp—and solid: no shakes, shimmers, or unnecessary rattles; the car is built extremely well. It corners flat with a touch of understeer and with tons of tenacious grip that even the raw power of this motor has a hard time breaking. The small-diameter microfiber-covered steering wheel is very low in telepathy and provides little feedback when the Magnetic Ride Control Suspension system is in touring mode. In fact, it is more disconnected than it probably should be, with some yacht-like feelings where the movement of the steering wheel doesn’t always cause the reaction you think it should. The Stabilitrak system is there to provide the small nudges that boost confidence but is never intrusive and never saps the power or life out of the car or drive. Immense stopping power is provide by the car’s huge 15-inch rotors up front and 14.7-inch rotors at the rear. The inside of the CTS-V can be summed up in one word: "shiny"; giving our test car an air of cheapness. The dashboard and center console in our tester had glossy, easily scratched black plastic instead of wood inlays. To add even more glare in a bright day, polished aluminum trim encircles each zone of the dashboard. Like the angular exterior, the interior also has some sharp edges. Although these provide the car with its trademark stand-out-in-a-pack looks, the angles can be do right painful, literally. Hit the crease in the trunk lid or the sharp angle at the edge of the dashboard and you will damn the designer. The optional Recaro seats are absolutely phenomenal; even giving us the desire to rip them out and use them as desk chairs afterwards. Besides looking really cool, they are soft and comfortable with tons of lumbar support and, with ventilation for both seats in the front, you and your co-pilot never have to worry about sweaty backs or cold butts. In all the 2010 CTS-V is a real player in the mid-size luxury performance sedan market. It has the right power, the right build quality, the right performance, the right size, and the right amount of luxury to easily persuade someone from its German competitors. PHOTOS: click photos to enlarge

2010 Jaguar XJ Sentinel

NEWS & REVIEWS The new XJ Sentinel offers the ultimate in discreet protection, being virtually indistinguishable from the standard XJ model, yet featuring a state-of-the-art armoring package which provides occupants with up to B7 levels of ballistic protection. Benefiting from Jaguar Land Rover’s extensive experience in the armored vehicle market, the XJ Sentinel is supplied with a full three-year / 50,000-mile factory warranty, along with comprehensive after-sales support from specialized technicians. Jaguar engineers focused on ensuring that the XJ Sentinel retained the real-world usability of the standard car. Based on the long-wheelbase XJL, the armored vehicle maintains that model’s luxurious interior package, its compelling blend of comfort and agility, and convenient servicing using regular dealer equipment. The XJ Sentinel is equipped with a purpose-built armoring system which has been specially developed to ensure that the vehicle offers outstanding occupant protection, while being almost impossible to detect from outside the car. Constructed from specialized high strength steels with Kevlar backing, the armored inner cell was engineered in partnership with Centigon, a leading global specialist in vehicle armoring. The XJ Sentinel offers ballistic protection up to B7 level, blast protection against 33-pound TNT equivalent detonated within close proximity of the vehicle, and substantial under floor grenade protection. The Sentinel is based on the long wheelbase XJ powered by the refined and responsive 5.0-liter naturally aspirated direct-injection V-8 engine, which is paired with a six-speed automatic transmission. This powerful and sophisticated powertrain ensures that the XJ Sentinel is capable of swift and agile performance, accelerating from 0–62 mph in 9.7 seconds and achieving a top speed of 195km/h. The Sentinel’s chassis, which features the advanced Adaptive Dynamics system with continuously variable dampers, has been comprehensively uprated to cope with its increased body weight. Jaguar’s dynamics specialists have tuned the suspension and steering to ensure that the armored model offers the same qualities of poise and agility found in the standard XJ. Impressive stopping power is provided by a new high performance braking system which has been sourced from the formidable supercharged non-armored XJ model, while active safety is further improved by the XJ’s full array of advanced traction and stability systems. The design of the armored inner cell has been optimized to maintain the extremely spacious interior package of the long wheelbase XJL, which provides rear seat passengers with plenty of legroom. A generous 1,100-pound payload—maximized by the XJ’s lightweight aluminum body structure—means that the Sentinel is comfortably able to accommodate four occupants along with their luggage and additional security equipment. PHOTOS: click photos to enlarge

2010 Pagani ZONDA HH

NEWS & REVIEWS The one-off Pagani Zonda Tricolore was supposed to be the last Zonda ever built because its replacement, the C9, is going to be upon us very soon. Well, when you have enough money you can normally get any company to extend its production run by just one more unit. With that said we bring you the Pagani Zonda HH. A one-off model commissioned by David Heinemeier Hansson (thus the HH), an entrepreneur and successful software engineer. The car is a sort of mix between the Zonda Cinque Roadster (losing the center although not the two side intake snorkels and retaining the car’s center-locking wheels amongst other bits) and the Zonda F Roadster. It utilizes a 7.3-liter AMG-derived V-12 engine producing 678 hp and 575 lbs.-ft. of torque. With a mere 2,670 pounds to move thanks to extensive use of titanium and the carbon fiber body, the Zonda HH should hit 60 mph from a standstill in 3.4 seconds or less and nip at 220 mph. The rendering are of what David has so far agreed to but the final production could change as the build process begins. The car is painted in Lamborghini Monterey Blue with an exposed black carbon fiber strip running down the center of the car. PHOTOS: click photos to enlarge

2010 BMW M5 G-Power Hurricane RR

NEWS & REVIEWS Following up on the 228-mph record-setting G-Power M5 Hurricane RS powered by a G-Power twin-supercharged engine, G-Power has done it again. But this time with 231 mph! A few weeks ago, the air is tight with tension when the G-Power engineers give their "go" for the M5 Hurricane RR to manage the ultimate test: a high-speed run. It takes only a few minutes to change the standard 20-inch G-Power forged wheels to 19-inch ones. The wheels, especially fitted with Michelin Pilot Sport tires, are certified for top speeds of more than 229 mph. Just a few laps later it is done: a top speed of 231 mph. World record, once again. To achieve this extreme performance, the twin-supercharged system of the high-revving V-10 has been redesigned. The two superchargers in the RS have been replaced by larger units. The pre-compressed air from the superchargers is cooled for a maximum power output. The inner workings of the 10-cylinder four-valve engine are optimized by light, precisely balanced high-performance forged pistons with lower compression and increased mechanical strength. An optimized mapping of the engine electronics also contributes to the increased power output of 800 hp, available between 7,500 and 8,000 rpm. The engine delivers its peak of torque of 590 lbs.-ft. at 5,000 rpm. But the G-Power Hurricane RR does not only set new performance standards for top speed. With an acceleration of just 4.35 seconds from zero to 62 mph, 9.5 seconds up to 124 mph and 25.8 seconds up to 186 mph, the two-ton sedan is also leading his class. The G-Power technology is available for all current M5 and M6 models. In addition to the most powerful BMW engine ever being fitted to a street-legal BMW M5 a new aerodynamic for maximum efficiency was key. The Hurricane RR is equipped with the G-Power "Highline" body kit. In addition to provide the necessary downforce the body kit is also designed to provide significant more air flow to cool the engine. The body kit consists of front and rear skirts and spoilers, doors render, and the rear spoiler. Two tons of weight and a top speed of 231 mph naturally require extreme demands on the tires, being fitted on special G-Power forged wheels. Michelin provided high-performance Pilot Sport tires in the dimensions 255/35ZR-19 at the front axle and 305/30ZR-19 at the rear axle. For everyday use the G-Power Hurricane RR runs on 20-inch Silverstone CLUBSPORT wheels with the dimensions 245/35ZR-20 and 285/30ZR-20 front and rear. Even more contributions to the Hurricane RR's high-speed talents are coming from a G-Power high-performance brake system and the height-adjustable G-Power RS coilover suspension that is adjustable for both compression and rebound in nine settings. The interior of the record car features a tachometer reading up to 249 mph, clear-coated carbon-fiber panels for the dashboard, center console and door panels. An ergonomically shaped G-Power sports steering wheel with especially perforated Kjerba Nappa leather is completing this package. The G-Power Hurricane RR can be ordered as a complete car or any current M5 model—sedan or station wagon—can also be equipped with the individual G-Power components of the world record holder. PHOTOS: click photos to enlarge

2011 Bentley Continental GTC Speed 80-11

NEWS & REVIEWS Bentley’s new limited-edition GTC Speed 80-11 models is designed exclusively for the North American market and combines the legendary performance, luxury, and craftsmanship for which the 91-year old Bentley marquee is renowned, as well as the added exclusivity of being commissioned for a single market. The 80-11 designation underlines just how limited these luxury British convertibles will be with Bentley building only 80 examples of each drophead in 2011. The GTC Speed 80-11 model delivers the same outstanding performance as its “standard” Bentley counterpart but with its own strong and original styling details. The luxurious GTC 80-11 features new 20-inch, 14-spoke alloy diamond wheels, polished with unique black center caps featuring Bentley's distinctive “B” emblem. The more performance-oriented GTC Speed 80-11 offers the muscular Supersports' 20-inch wheels, now finished with an eye-catching dark tint, and displaying sporty red brake calipers underneath. Bentley's extensive choice of colors is available for the GTC 80-11 model but for those seeking even more exclusivity, a new and unique color—Midnight—has been commissioned for these high-performance convertibles. The 80-11 GTC offers the Dark Grey Metallic soft top and the Mulliner fuel-filler cap as standard. Bentley's styling team has created two unique interiors for these exclusive convertibles. The main leather hide choice for both vehicles is Beluga, and the contrast stitching, piping and Bentley emblems are white on the GTC 80-11and Pillar Box Red on the GTC Speed 80-11. The result is a strong, dark main hide color, accented by the contrasting hand-stitching and piping. To complement the Piano Black veneers on the 80-11 Editions, the engine-turned aluminum dash has a bright finish in the GTC 80-11 and a sportier dark finish for the GTC Speed 80-11. Race-inspired drilled alloy sport foot pedals are standard and to further differentiate the special editions, the vehicle’s treadplates and a badge on the console are branded with the "80-11 Edition" signature. The 80-11 Edition GTCs and the 80-11 Edition GTC Speeds arrive at Bentley dealers in fall of 2010 as model-year 2011 vehicles. Since its launch in 2006 the Continental GTC has enjoyed sales success in over 50 countries around the world and drawing younger buyers to the Bentley marque. Customers are attracted to its combination of sleek design, interior craftsmanship, dramatic performance, and refined but agile handling. Responding to customer demand for an even more potent and driver-focused convertible, the GTC Speed debuted in summer of 2009. For model-year 2011, the GTC and GTC Speed, along with all Bentley Continentals, features FlexFuel technology, which enables the vehicle to run on gasoline, E85 biofuel, or any mix of the two without any compromise in performance. As part of its environmental strategy, Bentley has pledged to reduce CO2 by 15 percent by offering FlexFuel powertrains across its entire vehicle lineup by the end of 2012, and it has pledged to introduce a new powertrain that reduces fuel consumption and CO2 emissions by 40 percent. PHOTOS: click photos to enlarge

2011 Porsche Panamera Sportec Stage Two

NEWS & REVIEWS Importer for the Swiss Sportec range of exclusive vehicle enhancements is pleased to announce the launch of a two stage performance enhancement program for the 4.8-liter twin-turbocharged four-wheel-drive Porsche Panamera. From the factory, the four-door Panamera produces 493 hp and 516 lbs.-ft., but through some careful development and testing using Sportec's state of the art dyno in Hori, Switzerland, Sportec's engineers have developed a pair of upgrade packages for owners seeking additional performance. Sportec's Stage One conversion for the Porsche Panamera uses a bespoke Sportec ECU remap with optimized settings for fuel, ignition, and turbo parameters. The results are a Panamera with a dyno proven 560 hp at 6,150 rpm, representing a healthy power hike of 67 hp, allied to 576 lbs.-ft. of torque at 3,340 rpm, an increase of 60 lb.-ft. over the standard car. On the road these performance gains endows the four-door 4,343-pound car with far greater real world pace. In private testing the Sportec Stage One upgraded Porsche Panamera has recorded a 0–62 mph time of 3.9 seconds, 0.3 seconds faster than standard. In the interests of safety, top speed is limited to 190 mph. Priced at £2,900.00 ($4,626) fitted, the Sportec Stage One upgrade for the Porsche Panamera Turbo is on sale now. Sportec's Stage Two conversion for the Panamera turbo features the addition of a stainless steel sports exhaust system, which features quad 90mm diameter Sportec engraved tail pipes, for a subtle and understated look. It also features a pair of “sound throttles,” which enable the owner to define and switch the exhaust note of the car in real time, using a supplied remote controller. In combination with the revised Sportec ECU remap, the Stage Two converted Panamera delivers 575 hp at 5,800 rpm, an improvement of 83 hp over the factory figures, matched to 598 lbs.-ft. between 3,000-4,250 rpm—an impressive gain of 83 lbs.-ft. This endows the Sportec Panamera with near supercar levels of speed, delivering an effortless surge of exhilarating performance from the twin-turbocharged 4.8-liter V-8 engine and making both overtaking and fast cruising an effortless experience. Testing has revealed that Stage Two Sportec Panamera Turbo clocks a 0–62 mph time of 3.8 seconds, with the same limited top speed of 190 mph. Priced at £7,990.00 ($12,745) fitted, the Sportec Stage Two upgrade for the Porsche Panamera Turbo is on sale now. A full range of exclusive Sportec upgrades for the facelift Porsche Panamera range, including 22-inch forged alloy wheels, suspension and braking upgrades, as well as cosmetic enhancements, are also available. PHOTOS: click photos to enlarge

2011 Porsche CAYENNE speedART speedHybrid 450

NEWS & REVIEWS The latest innovation of the Porsche Tuner speedART is called speedHYBRID 450 and is based on the new Porsche Cayenne S Hybrid. speedART starts with the supercharged V-6 engine and a power enhancement of 70 hp for a new total output of 450 hp and 420 lbs.-ft. of torque. Thanks to that extra power, the zero-to-60 time decreases to 6.0 seconds flat and the maximum speed rises up to 157 mph. The electric mode stays unaffected by the power enhancement. The speedHYBRID can be driven in the zero-emission mode as economical and as efficient as the original Cayenne Hybrid. Of course the function of the Sport- and the E-Power-Button stays the same, only that, the additional 70 hp is now also available. In combination with the sporty driving performance 22-inch wheels will be mounted. This forged and weight-optimized modular three-piece wheel set is available for the front axle with 275/30ZR-22 tires and for the rear axle with 315/30ZR-22 tires. The painting of the center star can be handpicked by the customer. Due to the special forging technology, the weight of the wheels are nearly the same as that of the cast 21-inch wheels, so that there are no ill effects caused by the bigger wheels. The innovative speedHYBRID is underlined by the sporty blue trim, which, together with the white base color, gives off a sporty, modern, and environmentally friendly image. Two different body kits for the new Cayenne models are in preparation and will be presented for further individualization. For cars with air-ride system, an electronic lowering kit module will be offered; cars with a conventional suspension will be offered lowering springs. For the supercharged and turbocharged motors, a special pressure gauge will be mounted on the car dashboard, so that pressure can be observed at all times. This is used in conjunction with a blue instrumental dial, which replaces the grey instrumental dial of the center rev counter from the original tachometer. PHOTOS: click photos to enlarge

2012 Ford MUSTANG Boss 302

NEWS & REVIEWS The 2012 Mustang Boss 302 was intended from the outset to be a visceral experience, packed with raw, unbridled performance across the spectrum: acceleration, handling, braking, and top speed are all equally matched for perfect balance. The V-8 engine team approached Boss from the top down: With 412 horsepower from 5.0 liters, the 2011 GT engine was already an incredible performer. But to achieve the high-rpm horsepower it wanted, a new intake, revised camshafts, and more aggressive control calibration was implemented, all of which yield 440 hp and 380 lbs.-ft. A race-inspired clutch with upgraded friction materials transmits power, while a short-throw, close-ratio six-speed manual transmission handles gear change duties. Power is delivered to a 3.73 ratio rear axle using carbon fiber plates in the limited-slip differential to improve torque handling and longevity. For those who want even more precise control over power delivery, a torque-sensing (Torsen) limited-slip differential is an available option coupled with Recaro front seats. While the powertrain team defined output targets that would yield an ideal balance with the chassis, another team made sure the car made the kind of sounds owners and enthusiasts would expect from a Mustang Boss. Every Boss features a unique quad exhaust system: Two outlets exit in the rear similar to a standard Mustang GT. The other two outlets exit to either side just ahead of the rear wheel opening. Visually subtle, the side pipes flow very little exhaust but a lot of exhaust sound, providing a sonic experience unlike any other Mustang. In keeping with the Boss mandate to provide the best-handling Mustang ever, the already strong Mustang GT suspension system has been further refined. Higher-rate coil springs on all four corners, stiffer suspension bushings, and a larger-diameter rear stabilizer bar all contribute to the road racing mission, and Boss models are lowered by 11 millimeters at the front and one millimeter at the rear versus the Mustang GT. To complement the suspension, the speed-sensitive electronic steering system has been re-tuned to maximize feedback and road feel to the driver. The driver is also given the option of fine-tuning the steering feel through three modes: comfort, normal, and sport. The combined suspension and tire package allows Boss to achieve a top speed of 155 mph and become the first non-SVT Mustang ever to achieve more than 1.0 g of lateral acceleration. Boss braking is also up to the challenge, using Brembo four-piston front calipers acting on 14-inch vented rotors up front. In the back, standard Mustang GT brakes are upgraded with a Boss-specific high-performance pad compound. Combined with suspension and engine improvements, Boss is expected to show approximately a two-second lap time improvement over the GT on a typical road race course. To set Boss apart, each car will have either a black or white roof panel, coordinated to the color of the side C-stripe. Up front, a unique fascia and grille are highlighted by the blocked-off fog lamp openings and aggressive lower splitter, a version of the design used on the Boss 302R race car. The front splitter is designed to function at high speeds by efficiently managing the air under and around the car. At the rear of the car, the spoiler was chosen to complement the front aero treatment and minimize overall drag. Inside, a unique Boss steering wheel covered completely in Alcantara suede complements the standard seats, which are trimmed in cloth with a suede-like center insert to firmly hold occupants in place. Boss customers who want the ultimate seating experience can select a package that includes Recaro buckets. A black pool-cue shifter ball and “Powered by Ford” door sill plates further remind customers they’re in a special car. PHOTOS: click photos to enlarge