Mitsubishi Evo X FQ-330 GSR SST

What is it?

This is the Mitsubishi Lancer Evo X GSR FQ-330 SST. It’s the mid-point of the three-tier Evo X range (until the nutty FQ-400 arrives) and it now gets Mitsubishi’s dual-clutch SST transmission, which was previously only available on the 291bhp FQ-300.

The FQ-330 also has the big-piped sports exhaust from the FQ-360, although it doesn’t get any of the carbonfibre aerodynamic trimmings from its bigger brother.

Perhaps most significant, however, is that the torque limiter, which allowed only 50 per cent of twist in first gear on early FQ-300 models, has gone.

What’s it like?

Not to put too fine a point on it, bloody marvellous. The SST-equipped Evo X FQ-330 could well be the sweet spot in the Evo X range.

The combination of the removal of the first gear torque limiter and the extra 38bhp transforms the Lancer’s performance off the line. The FQ-330 SST turns the Evo X into the traffic-light sprinter the occasionally lethargic FQ-300 looked like, but never was. The SST gearbox feels much smoother and more positive than in early Evo X’s, too.

On the motorway, and on fast, sweeping A-roads, the six evenly spaced ratios make the FQ-330 SST a much more relaxed companion than the FQ-360, with its gritty five-speed manual, could ever hope to be.

The rest of the Evo X experience is much as you’d expect. The manic power delivery, tremendous four-wheel drive traction and unbelievable levels of grip make the FQ-330 one of the fastest cross-country machines aside from something like a Nissan GT-R. And even then we doubt if the Nissan would easily put clear air between it and an Evo.

There are, of course, the traditional Evo X downsides of tacky interior plastics, heavy fuel consumption and a rock-hard ride, but the Evo X FQ-330 SST manages to mix in more everyday usability than any other Evo variant without compromising its turbo-nutter nature.

Should I buy one?

Even though you’re getting close to Porsche Cayman territory with the Evo X FQ-330 SST’s price tag, as a four-seat point-to-point missile, there is very little to touch an Evo, at any price. And the FQ-330 SST is probably the best of the lot.

Matt Rigby

First drive data

How much?

• Price as tested £35,054
• Price as tested £35,999

How fast?

• 0-62 mph 4.4 sec
• Max speed 155 mph

How big?

• Weight 1560 kg

How thirsty?

• Combined 25.4 mpg
• CO₂ emissions 257 g/km

Engine

• Layout 4 , 1998 cc
• Max power 324 bhp at 6500 rpm
• Max torque 322 lb ft at 3500 rpm

BMW-X6 : - 5.0

The X6 possesses a fantastic blend of the desirable SUV qualities – high ground clearance, presence and a commanding driving position — with the performance and handling of a sports coupe. It is this blend that forms the massive appeal of this sporty SUV. To us, BMW’s ‘Sports Activity Coupé’ is like the offspring of an SUV that mated with a sports car. This kind of vehicle will at best be a ‘niche-within-a-niche’ but that doesn’t stop it from being hugely desirable.:


There’s a lot more substance to the X6 than its unusual looks would suggest. It shares its platform with the X5, it is a more driver-focused version than the 5, and looks much sportier than a full-fledged SUV.

In actuality, the X6, which is imported into India directly from BMW’s Spartanburg plant in the USA, shares a lot of its interiors, several of its dimensions and a few mechanical bits with the X5. The wheelbase at 2933mm is the same as the X5’s as is the front track. The rear track, however, is far wider than the X5’s partly because of the new rear differential and partly because of the humongous 315/35 R20 rear tyres. The X6 is just 55mm lower than the X5 at its highest point, but the combination of the sloping roofline and shallower side glazing makes the X6 look incredibly baronial. The steeply raked window line further accentuates the car’s deep body sides and dramatically swollen wheel arches. On the visual front, the X6’s head-turning design comes out ahead of the Porsche Cayenne.

For a car this size, you would expect a lot of space inside but you’ll be disappointed. The X6 is a pure four-seater and rear accommodation – given the slope of the roofline – is not impressive. But with plenty of shoulder room on offer, and the contoured cabin roof that allow as much headroom as possible, we feel that BMW has done what it can. Legroom is perfectly acceptable, but anyone of above-average height will probably feel cramped.

Up front, space is fantastic though. There’s enough headroom, legroom and width to make finding a comfortable position on the snug seats easy. The cabin is a fine place to be in, thanks to its high-quality construction and well thought-out design and the entire dashboard, front centre console and door trims that are essentially the same as the X5.

On looking at the rear windshield, if you think the rearward would be pathetic, you’ve hit the nail right on the head. Reversing and parking can be a nightmare in the confines of the city. Though the car has parking sensors, a reverse camera would do more than good in this SUV.


Under the hood, the X6 is houses the same direct-injection, 4.4-litre twin-turbo petrol V8 that powers the 750Li, and this SUV that boasts 407bhp with a huge 61kgm of torque from 1750rpm is more than grunt-worthy. The car features BMW’s excellent six-speed auto, which has the ability to ‘lock-up’ and behave more like a manual transmission, eliminating the characteristic slushy feel of a conventional auto ’box. Sending power to all four wheels via BMW’s xDrive all-wheel-drive system, the X6 also debuts BMW’s new rear differential — the Dynamic Performance Control. The new differential offers more power to the outside wheel while cornering as well as applies the breaks to the inside one.

At the heart of the X6’s appeal is its engine. With a diesel-like bottom-end torque that feels more locomotive than automobile, the engine is never short on grunt. The engine musters tremendous thrust that’s instantaneously addictive. 0-100kph is achieved in a hardly-believable six seconds flat and it will cross 200kph in under 25 seconds.

The X6 accelerates to its 250kph (limited) top speed at a phenomenal pace. The gearbox is quick and very obedient, downshifting almost every time we asked it to. While the 4.4-litre V8 engine is restrained in the 750Li, the sporty X6 can afford to be more vocal. Though the SUV idles with a distant hint of an American V8, sounds like a chained beast at part-throttle, and hones in on a refined howl as it closes in on 6700rpm, the sound-effects from this car doesn’t come close to making it a ‘public-nuisance’. From the inside, the engine’s soundtrack is completely endurable as the cabin is well insulated from unwanted noise, and considering the continental width of those tyres, there’s surprisingly little wind and tyre noise.

The X6’s agility stands apart from other 4WD cars weighing as much as 2,190kg. The SUV’s optional active steering (it increases assistance and speeds up the rack at low speeds, while reducing assistance and applied lock at higher speeds) is accurate and provides fantastic feel. In ‘Sport’ mode, there’s almost no body roll and the X6 remains stable through corners thanks to the adaptive drive system that swivels the anti-roll bars and adjusts damper rates. Once thrown through corners, the massive 315 rear tyres claw into the tarmac, and the xDrive and the new differential sort out any mid-corner traction issues that come your way.

As for the ride experience, you expect the 20-inch wheels and the run-flat tyres to test your spine’s limits over anything less-than-perfect tarmac. But the ride is firm, thumps over sharp bumps, and doesn’t get as uncomfortable as you would expect. We can confidently say that X6 consumes vital liquids (fuel) as briskly as a thirsty Indian would chug beer at Oktoberfest –after recording figures of 3.3kpl in the city and 5.1kpl on the highway.

Porsche and 'dream' village of Volkswagen

Many years, sports car manufacturer of luxury German made every effort to understand the ownership of the largest automobile group in Europe. Behind ambitions have the "mad " is the dream from the two brands have the same "to him."

The article on the Porsche public plan village of Volkswagen Group has been recognized label in the press throughout the world in 4 years. But stories about historical relationship between the two attached groups powerful this is not what that one can understand clearly. An important part of the story lies in the formation of human and VW owns Porsche brand.

Turn the page old history of Germany from 1930 - the time that Hitler Aldolf right to know. Also is the engineer who's the original Hungary Austria - Ferdinand Porsche officially out of private companies. One of which Ferdinand Porsche received from leaders of Germany at that time.

Hitler has preferences is quite bizarre collection of many types of car but do not like them. Recognize the importance of mechanical means in the context of the history of Germany, Hitler requested Ferdinand Porsche to improvements in vehicle form 1931's to suit the needs of civil servants and particularly savings fuel. On 22/6/1934, Ferdinand Porsche agree manufactured "Volkswagen" (people's) to Hitler.

After a time reference to you from your engineer is Hans Ledwinka, Ferdinand Porsche utilize many ideas from Tatra cars to the village KdF-Wagen in 1938. Form later this car is known widely in the world with the name Volkswagen beetle.

The improvement of the Volkswagen car Now includes features loss less fuel, easy to use, durable and economic efficiency in the correct fitting and removing vehicle.

Relationship attached by Porsche and Volkswagen drag during which until now. Most of the samples used Porsche component technology VW. Typically, as the first Porsche Porsche produced 64 May 1938 to share many facilities beetle. Porsche 356 was born in 1948 also continue to get the engine, gearbox and air compression system. Porsche Cayenne Celebrity introduced since 2002 has the frame Volkswagen Touareg and Audi Q7.

Established in 1937, Volkswagen Group is a property of the government to Germany when it was sold. Relationship of Porsche and Volkswagen are dividing when world war broke out the second. British military have been on manufacturing bombs have been destroyed by Volkswagen and re-boot line car beetle.

Volkswagen's factories working under the direction of colonel Ivan Hirst. After the second war, in 1948, the government awarded the factory to Germany but then the more of a Volkswagen Heinrich Nordhoff - former leaders of the car manufacturer Opel. Since then, Volkswagen slowly tear away the influence of the Porsche family.

After that, Ferry Porsche - the son of Professor Ferdinand Porsche continue to pursue dreams in his father's past. Mr. Hamlet hope one day that Porsche will be the owner of Volkswagen France.

Besides, this is a necessary dynamics of the Porsche before a series of foreign capital is to gulp their . Starting from 2005, Porsche to buy Volkswagen shares. Until late 2006, the total number of shares that Porsche owns up to 28%. At the time in 10/2008, when the Porsche public mind, the village of Volkswagen Group has ownership to 46%.

Existing shares in VW Porsche at about 50.76%. With dream day is gradually becoming reality, members of the Porsche is raising hope also that up to 75% to become the right decision with absolute giant of Germany.

Porsche Department surely must implement this method is because although possesses most ancient part of the Volkswagen by Porsche powers are limited by many other forces such as Volkswagen Law, the adviser of Lower Saxony and the board of Volkswagen.

In a speech at the beginning of the year, spokesman of Porsche confirmed that their companies will continue to plan their available until Volkswagen stock market is still enough investment freedom sale. Not just stop there, Porsche has a loan worth 13.6 billion USD to ensure the ability to buy Volkswagen.

This loan Porsche not be easy because it requires 17 billion loan before the company has been the bank refused. However, 13.6 billion USD loan in which the relationship with Porsche's banks are long become very stressful for the decrease in the falling sales of car manufacturers in the world is still considered a and large.

Wimmer RS Presents Porsche 911 GT2 Bi-Turbo with 680HP

Feeling the need for more speed? Don't worry, German tuning house Wimmer Rennsporttechnik Solingen (RS) has it all figured out for you as long as you have a Porsche 997 GT2 and something in the likes of €29,800 or about $40,500. The tricked out GT2 gains reworked twin-turbochargers, an improved ECU, sport camshafts and a custom made sport exhaust system for a total output of 680HP and 870Nm or 641 pounds of torque, up from the stock car's 530HP and 505 lbs/ft.

Together with a new sport clutch system, Wimmer RS' 911 GT2 accelerates from zero to 100km/h (62mph) in 3.4 seconds, to 200 km/h or 124mph in just 9.78 seconds and to 300km/h or 186mph in 25.8 seconds. The modified GT2's top speed is said to reach 356km/h or 221mph.

Other improvements included in the package are new 20-inch Sportec alloy wheels in Dunlop tires size 235/20 up front and 325/25 at the back, upgraded suspension and carbon fiber door mirrors and rear lip spoiler along with new decals.

[Source: Carscoop]

New Mercedes-Benz R-Class "Grand Edition" Sporting AMG Upgrades

For some strange reason, every time that Mercedes-Benz tries to make the Owl R-Class look better, we recall Barack Obama's reference to "lipstick on a pig". Same goes for the Stuttgart-based automaker's latest attempt with a new 'sporty' package called Grand Edition that can be ordered in Europe for €3,300 plus tax (about US$4,400). Among other things, the package adds unique 20-inch AMG bicolour light-alloy wheels as well as thermally insulated blue windows all-round.

Other exterior features includes standard by bi-xenon headlamps with dynamic active light and cornering light functions, chrome-framed LED daytime driving lamps integrated into the front bumper and taillights in a dark finish.

Inside, the Grand Edition justifies its price with decorative wood trim made of anthracite-colored poplar with chrome applications as well as the "Grand Edition" nameplate, an AMG steering wheel with gearshift paddles, and sports pedals made of brushed stainless steel.

Via : Carscoop

Carlsson's Mercedes-Benz E-Class Tuning Program Fully Revealed

One of the few new tuning proposals that made their world debut at this past week's Tuning World Bodensee show in Germany (April 30th until May 3rd) was Carlsson's Mercedes-Benz E-Class. Besides the complete aerodynamic kit, the German tuning boutique's treatment for the all-new 2010 Mercedes E-Class sedan includes special interior fittings, under-the-hood upgrades and a new lowering C-Tronic suspension system.

Carlsson offers performance enhancements for three E-Class models starting from the E250 CDI BlueEFFICIENCY diesel that gains an extra 40 horsepower for a total output of 244HP. The E 350CDI BlueEFFICIENCY diesel gets a 46 horsepower boost for a total of 277HP while the E500's 5.5-liter V8 gasoline engine receives a CM50K compressor kit along with a new sport exhaust system, high-performance catalysts and stainless steel mufflers for an extra 55 horsepower that result in a total of 443HP.

To improve handling, Carlsson has developed the C-Tronic suspension system that not only allows the driver to lower the sedan's ride height by up to 43 millimeters (1.7-inches), but also automatically adjusts the ride height based on the road conditions.

Naturally, added power and improved handling are complemented by a complete body kit that in this case looks stealthily tasty and includes a newly designed front apron with vertically positioned LED daylight running lights and a stainless steel grid for the lower grille, side skirts, a rear apron with an integrated diffuser that houses four stainless steel end pipes, fender air-vents and an unobtrusive rear spoiler. Carlsson also offers various alloy wheel designs in sizes up to 20-inches.

For the interior there's an array of options ranging from aluminum pedals and new floor mats with an integrated Carlsson logo to a tailor-made gearshift and door lock bolts made of aluminum.

Source: Carscoop

Swiss Nightmare: Mercedes-Benz SLR McLaren 999 Red Gold Dream

This is so wrong, in so many ways that we don't even know where to begin from. The monstrous eyesore you're looking at is called Mercedes-Benz SLR McLaren 999 Red Gold Dream and it's the work of Swiss designer (???) Ueli Anliker who claims to have spent more than 30,000 man hours and about 5 million SF, which comes to around $4,35 million US or €3,3 million, to complete the 24k gold festooned SLR. Both numbers sound absurd, but hey, we didn't expect to hear something rational from someone who obliterates a McLaren SLR in such an 'uber' kitschy kind of way.

The 'Fast and Furious' SLR comes with more gold than a wing at Fort Knox as even the exterior paint job is speckled with the precious metal. Talking about wings, take Ueli Anliker dressed Merc's supercar in a full bodykit that makes ASMA's tuning proposals look like a work of art. And let's not talk about the interior...

The SLR McLaren 999 Red Gold Dream made its debut at this week's the Swiss tuning show, Auto Emotionen (April 24 to 26) in the city of Berne.

Source: Anliker & Streetridez, Via: Autoblog.nl

Mercedes E250 CDI Coupe SE

Can two-door version of latest E-Class mirror success of CLK it replaces? We hit the road to reveal all...

The long-lived and much-loved Mercedes CLK is no more. In its place comes the E-Class Coupé, which gets the spectacular look of the new saloon, but puts its practicality on the back burner.

So, is this machine as good to drive as it is to look at? We hit the road to find out. In the flesh, the design turns heads. Immediately recognisable are the twin rectangular lights from the saloon – they give the Coupé real presence when it’s lurking in your rear view mirror. The profile blends the low arc of the roof and the pillarless glass area, both of which help create a classic coupé design, while a bold crease hovers above the rear wheelarch.

And that low and lithe shape isn’t only for show – with a drag co-efficient of only 0.24, the new Coupé is the world’s most aerodynamically efficient car.

Climb inside and the interior is as beautiful as the exterior. A new dash shares components and electrics with the saloon, but it’s reshaped and set lower to complement the cosseting, sunken sports seats.

You’d expect the Coupé to be sharper to drive, too, and it is, thanks in part to a shorter wheelbase, developed from the C-Class. It feels more agile and keener to turn in, and has huge reserves of front-end grip.

It rides with a grace and composure that’s reminiscent of Mercedes models of old. Body control is superb, without having to resort to rock-solid suspension. We drove the SE – this has the softer of the two suspension set-ups, and it fits the car’s character better.

The other option is the Sport model, which feels much firmer and gets flustered on anything other than immaculately smooth surfaces. Our E-Class Coupé was equipped with the potent 2.2-litre turbodiesel, producing 201bhp and 500Nm of torque. But thanks to the BlueEFFICIENCY tweaks it will still return 55mpg and emit only 135g/km of CO2.

Mated to the super-smooth 7G-TRONIC auto gearbox, which can jump two cogs at a time in search for the perfect ratio, the unit offers surging acceleration from anywhere in the rev range.

But in squeezing so much from such a small-capacity motor, refinement has been sacrificed when compared to the silky six-cylinder units. From launch in June, only the E350 CDI and E350 CGI petrol will be offered, alongside the V8 E500 – this four-cylinder E250 CDI arrives with the E250 CGI in September.

Regardless of the engine, the two-door offers the passion and personality that’s lacking from the clinical saloon – and it takes Mercedes back into
contention in the coupé class.

FIRST OPINION

Mercedes has distilled the latest E-Class saloon’s styling into a lower, wider and sleeker shape with great success. The interior is luxurious, while the sculpted seats and steeply raked dash are pure coupé. The dynamics are sharper, too, yet the four-door’s superb ride remains. Add a strong line-up of efficient engines, and the E-Class Coupé shows Mercedes is back to its best.

AT A GLANCE

Price: £30,300

Engine: 2.2-litre 4cyl, 201bhp

Torque: 500Nm

0-62mph: 7.4 seconds

Top speed: 155mph

Economy: 55.4mpg

CO2: 135g/km

Equipment: Leather, heated seats, cruise control, 17-inch alloys, parking sensors, eight-speaker stereo with Bluetooth

On sale: Sept

By(autoexpress)

The First Mercedes E-Class Coupe

We’re not going to encourage you to hate 56-year-old Siegfried Möller from Bremen, but boy this guy deserves it. Why? Because Mercedes just delivered him the very first E-Class Coupe to come out of the factory lines. It’s a palladium silver E500 with an AMG sports package that forces the 5.5l V8 engine to output nothing less that also features an Intelligent Light System, and the COMAND system. “I have been driving Mercedes-Benz vehicles for over 25 years and my father was also a Mercedes customer. Now I’m looking forward to driving my new E 500 Coupé for the first time,” Siegfried said. What an amazing vehicle …

[via WCF]

Road Test - 2009 Lamborghini Gallardo LP560-4

Some might call it the “poster effect”—when you finally see a Lamborghini in person after years of only seeing them on posters, the effect is childlike giddiness. The jump from wall art to reality is mesmerizing, and the crazy origami spaceship with Lamborghini badges sitting in our parking lot doesn’t disappoint. Paint one metallic white—sorry, make that Bianco Monocerus, which literally means “white single-horned beast”—and it amplifies the folded-paper look of the latest Gallardo LP560-4.

The blitz on the senses and sensibility continues inside the white beast, where soft black leather stretches over everything but the floor. The cabin has a few reminders that Audi owns and runs Lamborghini, and these are the only concessions to the ordinary—the climate-control system has been lifted from the A8, and the stereo and navigation system are from a last-gen A4. Don’t fret. If the Italians were left to engineer such banalities, the interior would probably have wires hanging out of it and smell like an electric train set—let’s be honest, it wouldn’t work as reliably as the Audi-supplied hardware.

Turn the Audi-like switchblade key in the ignition, and the starter whirs, rousing the heavily revised V-10; it barks and coughs, then settles down to a warm rumble. Some minor styling changes have been made to the Gallardo for 2009, but the big news is the engine. Direct fuel injection, a higher compression ratio of 12.5:1, and a bump in displacement from 5.0 liters to 5.2 liters now provide 552 horsepower, 40 more than last year’s standard Gallardo and 29 more than the special-edition Gallardo Superleggera.

Despite the extra power, the smallest Lamborghini remains eminently civilized when the dial is set to delicate. The chassis is firm without being abusive, the driving position is comfortable, visibility is good in all directions, and freeway traffic parts ahead of you like some sort of vehicular Red Sea.

The only chink in the armor is the carbon-ceramic brake system that commands $15,600 over the standard brakes. As far as we can tell, the first few inches of brake-pedal travel has little effect on the brakes; meanwhile, the Lambo continues to hurtle toward Internet immortality on www.wrecked exotics.com. Keep pushing, and without warning, the brakes clamp down hard, and you’ve stopped well short of the stoplight. Passengers will wonder why you seem incapable of driving your Italian toy smoothly, you’ll regret spending Honda Civic money on a set of unsatisfying brakes, and you might just get rear-ended by a Toyota Corolla whose driver was trying to snap a picture of your car. The Gallardo Superleggera we tested in November 2007 had even worse brake feel. Feel aside, the brakes achieve an excellent 158-foot stop from 70 mph, but the all-or-nothing touchiness is inexcusable.

Prospective buyers can easily avoid the prickly brakes (and save $15,600) by not ordering them; we’ve previously tested Gallardos with the standard setup and found brake feel to be progressive and satisfying. With the exception of the optional brakes, this Lambo is so good that the Ferrari F430 may have just been toppled.

Lamborghini Reventon first workshop in

The Reventon super car first and only retail outlets have to Lamborghini Las Vegas, USA on 10 / 5 in wooden containers.

The 19 remaining Reventon was ordered out before the workshop. Reventon is set in a wooden container to the problem and because you do not touch. Price per unit Reventon order is USD 1.4 million. But the dealers in Las Vegas is still not officially available.

Lamborghini Reventon is developed Murcielago LP640 with details on body simulation from the reactions of F-22. Materials manufactured Reventon is a CFC, a composite carbon fiber with a light volume but high durability. Exhibition at the Frankfurt show in 9 / 2007, the Reventon Autoweek magazine is elected America's most beautiful car. Only 20 of the Reventon is produced.

The heart of million super car is the engine from the LP640, in the 6.5 liter V12, the capacity of 650 horsepower. This is the engine with capacity of the largest manufacturers Italy car use and car use. Lamborghini applications system load time variability and the system adjusts the butterfly station with electronics to improve functionality at low speed.