car craze

Just a year after the MKT Concept debuted at the 2008 Detroit Auto Show, Lincoln will be unveiling the production version of its new three-row CUV next month at the 2009 Detroit Auto Show. Fortunately, our spy photographers have snapped the most revealing views yet of this new Lincoln being driven out on the snowy streets of Dearborn. As you can see, the production MKT holds true to the design direction set by the concept with the largest version yet of Lincoln’s signature split-wing grille and that conspicuous kink at the base of the C-pillar. In profile, the MKT seems to share a roofline with the Audi Q7 that creates a soft arch from front to back, and the rear gate is also tilted far forward to avoid the upright, boxy look of a traditional SUV or CUV.

Though the MKT is based on the same platform and shares many components with the Ford Flex, you could never tell by looking at it. There’s no badge engineering going on here, and one could argue whereas the Flex design focuses on slab sides and accentuates the horizontal, the MKT is soft and organic with a focus on being sinewy rather than blocky.

Our spy photographers also snapped the dash, which continues a trend at Lincoln of upgrading the materials and incorporating the latest technology. That’s real wood stretching across the instrument panel, and you’d be hard pressed to find a larger navigation screen in any other production vehicle (other than another Ford or Lincoln).

Finally, we also noticed that this particular prototype is wearing all of its badging, including an EcoBoost badge that confirms at least one engine choice will be an EcoBoost V6 that features turbocharging and direct injection. Keep your eyes on Autoblog in early January for our coverage of the 2009 Detroit Auto Show where we’ll finally see Lincoln’s future in person.

[Photos: KGP Photography]

These KGP photos of a different prototype shed even more light on the Blue Oval’s pivotal new sedan, including the first undisguised shot of the all-new interior.

Beyond the obvious jelly-bean camouflage, it should be noted that these up-close images reveal that Ford’s anti-spyshot posse has done a commendable job of altering the shape of the light clusters with tape, particularly in the tail lamp area. We particularly like the nod to the new Nissan 370Z headlamp shape up front.

The big news, however, is inside where we see the Taurus taking a decidedly upscale tack thanks to premium-look materials and a twin cowl dashboard design. Notable highlights on this prototype include dual-zone HVAC controls, oversized chrome-ringed air vents (which should help cut down on fan noise), a Sony branded stereo system and a substantial looking gearshift selector. Be sure to click on the gallery below for the high-res experience of Ford’s next Taurus.

Stand on any corner in any city, close your eyes and open your ears. Eventually you’ll hear the telltale swell of an engine as someone blips the throttle while braking before the bend. This secret auditory handshake among gearheads signals the arrival of a driver schooled in the art of heel-and-toe. And when the 2009 Nissan 370Z goes on sale in January, you won’t be able to tell an aspiring Schumacher from Joe the… shoemaker. Nissan’s simple yet brilliant “SyncroRev Match” will relegate the artistry of rev-matching to the annals of motoring history. Other automakers compelled to offer manual gearboxes for the dedicated few will doubtlessly adopt the system, and those of us who care – who’ve unconsciously conditioned ourselves to crane our heads to catch a glimpse of what’s coming – will cease to do so. Progress is a double-edged sword and rarely balanced, but don’t fret. The 370Z’s overly hyped rev-matching system isn’t the end of the world, and it’s hardly the best part of Nissan’s new Z. Follow the jump to find out what is.

Photos copyright ©2008 Damon Lavrinc / Weblogs, Inc.

The moment the first batch of Z spy shots surfaced, it was obvious that Nissan’s sports car was on its way back from the gym. The coupe was wider, shorter and more sculpted, and when the wraps came off at the 2008 LA Auto Show, we finally had proof that at least one automaker gets “it.” By “it” we mean lighter. And Nissan has succeeded – just.

Although the Z’s overall length has been shortened by 2.7 inches, the wheelbase cut by 3.9 inches and a set of aluminum doors join an aluminum hood and hatch, Nissan has only managed to shave 95 pounds from the curb weight of the standard model. Thanks to a wider track (0.5 inches up front and 2.2 inches in the rear), side curtain airbags and all of the other assorted equipment required by both the government and the public, the weight savings on the base 370Z is negligible, and the car will likely be heavier than its predecessor when kitted out in Touring trim.

But the Z’s 3,232-pound heft is used to good effect. Weight distribution remains 54/46 front-to-rear, and a lighter, stiffer aluminum front suspension cradle works in conjunction with a rear-mounted V-bar and a carbon composite radiator housing to stiffen the structure while keeping it light. The result is 30 percent more torsional rigidity up front, a 22-percent increase in the back and a 30-percent increase in vertical bending resistance in the rear. Combined with the new double-wishbone front suspension, redesigned four-link rear setup and new shock valving, the overall effect is – at first – mildly disconcerting.

The 370Z eschews its predecessor’s rickety ride for the kind of refinement you’d expect from a grand tourer. Puttering around town and mashing on the motorway, you get the sense that the 370Z has matured, dropping any adolescent ideas of performance and instead, making a B-line for Dullsville. That sensation continues right up to the point that you muscle the six-speed manual into a lower gear with a notchy ka-thunk, mash the floor-hinged throttle into the carpet and let the 3.7-liter’s exhaust note evolve from a idle buzz to a mechanical beehive jacked up on Ephedra.

As you’re likely well aware, the 3.7-liter VQ37VHR V6 is the same engine that motivates the Z’s FM-platform stablemate, the Infiniti G37. With the optional seven-speed automatic, complete with paddle shifters, you’d swear you are driving the Z’s more luxurious sibling. The thoroughly refreshed interior helps matters, dropping the Playskool plastics in favor of a soft-touch dash, redesigned IP and a leather-stitched center console that bears a passing resemblance to that of the GT-R. The eight-way adjustable driver’s seat benefits from a bit more bolstering than the passenger, but both chairs balance the proper amount of coddling with the kind of side-hugging support you’d expect in a sports car. The three-pod gauge cluster still pivots to provide an unobstructed view through the asymmetrical steering wheel (it’s not quite an oval, but it’s certainly not round), allowing you to keep tabs on the central-mounted tach, speedometer and ghastly LCD/LED read-out.

We’re at a loss on that last one. Instead of fitting traditional fuel and coolant temperature gauges – just like the trio perched atop the center console – Nissan decided to go with a set of horizontal LCDs sitting above and below a multi-information display. While the idea might be sound, the execution leaves a lot to be desired. The LEDs wash out in all but the subtlest sunlight and the pseudo-techno theme doesn’t tie-in with the rest of the analog dials. It’s a small gripe compared to the massive blind-spots created by the C-pillars. A back-up camera isn’t quite a necessity, but the side mirrors do little to alleviate the pain.

But both of these foibles are forgiven the moment you let out the stiffly sprung clutch and give it the beans. The 3.5-liter V6 fitted to the former Z remains one of our favorite mills, but the 3.7-liter proves that Darwin lives in the details. The new bent-six is mounted 15mm lower, boasts 35% all-new parts, an increased cylinder block height, and with the help of Nissan’s Variable Valve Event and Lift (VVEL) system, churns out 332 hp at 7,000 rpm and 270 lb-ft of torque at 5,200 rpm. Along with the increase in displacement and power, redline is up to 7,500 rpm, but getting that high into the rev range comes with an aural cacophony that’s far less desirable than the thrust accompanying it.

In Sport Package trim, the 370Z comes equipped with 19-inch forged-aluminum RAYS wheels shod in Bridgestone Potenza RE050A rubber (245/40 front and 275/35 rear). The standard brakes (12.6-inch fronts, 12.1-inch rears) are tossed in favor of 14-inch rotors in front and 13.8-inch discs out back, and the variable ratio brake pedal, Electronic Brake-force Distribution and Brake Assist all work together with the ABS and Vehicle Dynamic Control (VDC) to provide a suitable safety net for ham-fisted frat-boys intent on exploring the Z’s substantial limits of adhesion on public roads.

While the 370Z does its best grand-touring impression in the civilian world, the refreshed Z grits its new air-dam-mounted fangs and goes in for the kill out on the track. Even with the traction control on, the 370Z is a revelation compared to its predecessor. Smooth inputs allow you to brake later, accelerate earlier and rarely worry about the terminal understeer that plagued the last generation. With the traction control off, it gets even better. Trail-braking elicits the perfect amount of rotation towards the apex and with the Sport Package’s viscous limited-slip differential, a judicious press of the long pedal provides the perfect opportunity to test the Z’s speed-sensitive rack-and-pinion setup.

With redesigned mounting bushings and a solenoid valve that acts like a damper under harsh loads, the weighty feel of a wheel that was mildly cumbersome on the road makes perfect sense when applying quick corrections — something we had the chance to explore on a particularly short downward slope leading into the first turn at Spring Mountain Motorsports Ranch. With a slightly off-camber exit following a drop into a right-hand bend, the rear suspension unloaded quickly (for the record, we were forewarned) and the back end lightened just enough to set our neurons on full alert. A quick correction to the left while feathering the throttle brought things right back into line, and we were headed down the straight in third, then fourth gear, ready to tackle the next right-hander.

Hard braking induces a small amount of dive, but not nearly enough to break the Z’s composure, and body roll in the bends is nominal at best. Despite being aware of the SyncroRev Match system, our muscle memory subconsciously pivoted our right foot onto the gas pedal while braking before the hairpin. As impressive as the throttle-blipping doodad is (it’s fun to drag the shifter around at stop lights and let the engine rev), after our third lap we disabled it by pressing the S-Sport button above the stick. The system is nearly flawless, but old habits die hard.

After a full day of flogging, we’re perfectly content declaring the 2009 370Z one of the best performance coupe bargains on the market. With a sticker starting at $29,930, a repositioned trim package that only offers two models (base and Touring) and a convertible on the way that will almost assuredly look more attractive than the Z33 (it was designed right next to the coupe, unlike the 350Z), Nissan has hit all of the right pressure points to stir the enthusiast’s soul.

Although pricing for the Sport Package has yet to be announced, it’s the only way to go. Forget the Touring trim, option up for the NISMO engine oil and LSD cooler (equipped on our tester and highly-recommended by Nissan if you plan to hit the track) and enjoy excessively. As for the styling – get over it. It’s impressive in person and has significantly more presence than its predecessor. And if you’re worried about the future of heel-and-toe, don’t be – you can hold onto the past with the press of a button.

Photos copyright ©2008 Damon Lavrinc / Weblogs, Inc.

BMW will unveil the all-new Z4 roadster at the Detroit Auto Show next month, but there’s no need to wait for the show in Motown to see the car in non-spyshot form, as all the Euro-spec details were officially released when the clock struck midnight in Munich. We’re into the new bodywork, which is pretty voluptuous compared to the preceding model, with a hint of 507 lineage evident in the car’s lines. Follow the jump for the rest of the skinny.

Up front, wide double-kidney grilles establish an aggressive face. Out back, the tail is cleaner and more elegant than the current car’s, featuring simpler, wraparound taillamps with attractive lighting effects. The biggest change of all, of course, can be found in the roofline. As was the case in the 3 Series, the soft top has been retired in favor of a retractable metal roof. There’s a subtle “double-bubble” effect evident when it’s in place, and its use reportedly improves outward visibility with the top up. 20 seconds is how long you need to wait for it to raise or stow.

European models have three engine selections, and the Z4 employs BMW’s ridiculous new naming scheme, as first seen on the X6. The Z4 sDrive23i is probably Euro-only, powered by a 2.5L inline-6 making 204 horses via a six-speed manual or automatic. Next up is the Z4 sDrive30i, which features the normally-aspirated 3.0L I6 we’re all familiar with. Here, it makes 258 horsepower and 228 lb-ft of torque. That’s enough to get it to 62 mph in 5.8 seconds (with the stick). Fun times. the sDrive30i also comes with either a 6-speed manual or automatic. Those of you looking for the ass-kicker Z4 want the sDrive35i, which gets the excellent twin-turbo 3.0L and 306 horsepower. 0-62 takes 5.2 seconds with the manual tranny, but you shave a tenth off that if you opt for the 7-speed dual-clutch gearbox.

Inside, the cabin is refreshingly simple with attractive wood accents, slick-looking new HVAC controls and a straightforward cockpit layout. iDrive has now made its way into the Z4, but it’s the new, allegedly more intuitive version that was first introduced in the new 7 Series. The LCD display sinks into the instrument panel when not in use.

So, best Z3/Z4 yet? Probably. We’ll crawl all over it next month in Detroit, after which we’ll be impatiently awaiting some real seat time, which ought to be a kick.

SOURCE: BMW

It’s a new day and we all know what that means! Yet another post about the Mustang. Most of us here at Autoblog are unabashed Mustang fans. So when the call comes from Dearborn to drive yet another new Mustang, we invariably set about rearranging schedules. Such was the case last week. No sooner had we returned to frost-bitten Detroit after the LA Auto Show than the call came to return to SoCal. It was time to take the 2010 Mustang off the LA Convention Center stand and out into what passes for the real world in these parts.

Before we hopped into the updated Mustangs, Ford wanted to give us a refresher on what was being left behind. We were supplied with 2009 models to drive from our hotel to the staging area in Malibu. Anyone who has ever spent time in a 2005-09 Mustang is immediately aware that the weak link is its interior. In a word, it looked and felt cheap. The order of the day for the new 2010 model is refinement. Find out after the jump if Ford has made a Mustang worthy of competing in the now crowded class of modern day muscle cars.

Photos Copyright ©2008 Drew Phillips / Weblogs, Inc.

When the S197 Mustang debuted as a 2005 model, it was actually the first Mustang ever to get its own purpose built platform that wasn’t shared with any other Ford product. The Mustang has always been a solid selling car for Ford, which is why it’s been produced uninterrupted for nearly 45 years. Nonetheless, the Mustang engineering team was working with a budget when that 2005 model was being developed. As a result, they put the focus on the mechanical bits at the expense of some of the touchy-feely stuff.

The result was easily the best driving Mustang ever, if not necessarily the best working environment for the driver. The 2010 model is clearly not an all new car. It is, however, a very significant refresh. The hard plastics that comprised the old dashboard are now gone, replaced with soft touch materials and real aluminum trim. The basic design concept remains but has evolved into something more grown up and functional, as well as more attractive.

When we revealed the new Mustang a few weeks ago, some of you complained that the exterior had hardly changed and wondered what all the fuss was about. Clearly the new version still looks like a Mustang, but when you put them side by side the differences become much more stark. The 2005 model was a huge leap forward and at the same time backward when it debuted. We still think it looks great and embodies what a Mustang should be with its long hood, short deck proportion, forward leaning grille and deeply set headlights.

Park it next to the new Mustang, though and the current model looks almost boxy by comparison. The DNA is there, but the even more aggressive nose, curved rear shoulders, more contoured flanks and chamfered rear corners take it to a whole new level. Call us fanboys if you must, for we surely are, but we definitely love this updated look. I say that having plunked down my own hard earned cash on a 2005 model soon after that car launched, which I still own.

After chief engineer Tom Barnes again reviewed the new Mustang’s highlights, it was time to drive. Drew Phillips and I were handed the keys to a Kona Blue GT with the “Track Pack” and a 5-speed manual transmission. My own Mustang is one of the comparatively rare Sonic Blue versions and I’ve never been fond of the Vista Blue that replaced it in 2006. The Kona Blue is much more like Sonic but even darker, and if I were spending my cash again would opt for this color.

Ford had a Grabber Blue example for us when we went into the design studio to photograph the 2010 Mustang before LA Auto Show, and that’s the same car Drew chose to shoot for this story. The Grabber Blue was less than enthralling under studio lighting with many details of the new body work getting lost. Out in the California sunshine, though, it was a whole different story. The rest of the new color pallet including the Gold and Dark Metallic Red are also stunners.

Enough about the crayon box, what is the 2010 Mustang like to drive? The key word is refinement. Refinement can be a double edged sword, though. Refining something too much can sap the life out of it. Wonder Bread is made from highly refined wheat and also flavorless. Give us a loaf of hand-made sourdough, rustic or paesano any day.

Just like a good loaf of bread, a car’s character can be found in some of its rough edges. The sound and the feel of it. The heart of a car like the Mustang is its engine. You want to hear it rumble and sense the slight vibration as it turns over. Barnes’ team has refined those elements of the Mustang that don’t enhance its character in order to amplify those that do. Changes like reshaping the mirrors, moving the radio antenna from the front fender to the rear quarter and moving the windshield washer nozzles behind the trailing edge of the hood all cut wind noise inside the cabin. The result is that the sonic signature of the Mustang’s 4.6L V8 has now been enhanced.

The new car has 3.5-inch tail pipes from which emanate a wonderful rumble when the engine is opened up. Once we turned off Pacific Coast Highway to head up through Topanga Canyon, we were still stuck behind some slow moving traffic. We backed off to fall away from the traffic, dropped the windows and a couple of gear ratios and floored it. The song that echoed off the canyon walls would make the heart of any performance car fan melt. A deep, throaty exhaust note emerged with no hint of drone. It’s the kind of thing that makes you thankful for $1.50 gas, because you can keep stabbing the throttle to hear it again without wallet remorse.

After what seemed like an eternity behind slow poke SUVs wasting curves we would kill for in Michigan, we finally got some relatively open space to run. However, it wasn’t until we saw the sign along Mulholland with the squiggly line and “Next 2 Miles” message that we could truly appreciate what the Mustang engineering team has wrought from this seemingly unsophisticated chassis.

We hear the constant nattering about the Mustang not having an independent rear suspension. Frankly, it’s quite simple. It doesn’t need it. Most of the people who race Mustangs do it on drag strips where a live axle is the best weapon. Elsewhere, Mustang FR500s have been winning consistently in the Grand Am series for the last several years.

Along Mulholland Drive, the 2010 Mustang GT proved to be very neutral with nary a hint of understeer. The brakes dissipated speed with a firm, easily modulated pedal and squeezing the throttle blasted the car away from apexes. Body roll was held to a minimum and the ‘Stang had excellent mechanical grip. There was some pretty rough pavement along our drive route, but the chassis kept the tires firmly planted on the ground following whatever contours were there. There was none of the dreaded side-stepping typically associated with rear-drive live-axle cars.

The car we drove was equipped with the optional Track Pack that adds retuned springs, dampers, bushings and upgraded brake linings. The Track Pack also includes 19-inch summer tires in place of the usual all-season rubber. In spite of the more performance oriented tuning, the ride remained comfortable on even the roughest pavement we encountered.

Despite this being a driving report, we have to mention that the new interior is also a huge step forward for the Mustang. The new shape of the console and door arm-rests is a welcome change and the chamfered spokes on the steering wheel make it more comfortable to hold. One thing we’d like to see further improved is the seats. The front seats are comfortable and offer decent thigh support, but they could use more lateral support. An optional sport seat would also be a welcome addition.

No V6 models were available for us to drive, but that’s just fine. The 2010 Mustang GT is every bit as good as our previous favorite Mustang, the 2008 Bullitt, but with a much improved interior. Now the 2010 model is the best production Mustang ever, and barring any big price increase, will remain the best performance car bargain on the road. Now where did I put that Wilson Pickett CD?

2010 Hybrid ford fusion

In addition to our own reviews of the 2010 Ford Mustang GT and Fusion Sport/SEL, AutoblogGreen has also published its First Drive of the 2010 Ford Fusion Hybrid. The new gas-electric version of Ford’s mid-size sedan feature more advanced tech than its competitors, specifically the Toyota Camry Hybrid, and should have best-in-class fuel economy when the official EPA numbers are finally revealed. ABG averaged 43.1 mpg during its First Drive of the 2010 Ford Fusion Hybrid, which tells you that Ford has managed to pack Prius-like mileage in a larger, more useful and fun-to-drive package. Click on over to ABG to read the full review.

Gallery 2010 Ford Fusion Hybrid

Click above for high-res image gallery of the 2010 Ford Fusion SEL

Last month at the LA Auto Show, Ford finally took the wraps off its refreshed 2010 Fusion and this week we returned to LA to actually drive it. For a car meant to compete in the heart of the highest volume segment in the U.S. market, Ford chose a rather surprising way to show it off. This is after all a segment long dominated by cars that typically have more in common with a Kenmore refrigerator than a Corvette.

We kicked off the festivities with a mileage challenge through downtown Beverly Hills and Hollywood in the Fusion Hybrid, but then things got really interesting. The Toyota Camry and Honda Accord have seemingly been the top selling cars in America since they supplanted the Model T early in the last century. After a similar number of decades of soulless, unattractive and unreliable alternatives, U.S. automakers have been battling back in recent years with mixed success. Since the Fusion debuted in 2006, it has earned a reputation of being among the most fun to drive offerings in the segment, as well as having quality on par with the Japanese brands. For 2010, the crew in Dearborn have focused on enhancing what was already good and getting best in class in efficiency with more style. Read on to find out if they succeeded.

Gallery: First Drive: 2010 Ford Fusion Sport

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Gallery: First Drive: 2010 Ford Fusion SEL

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Photos Copyright ©2008 Drew Phillips / Weblogs, Inc.

Our day of driving the Fusion started off with Ford shuttling us out to the parking lot at the Hollywood Park horse track for some stopping, starting, turning and reversing. Since the Camry is top seller in the mid-size segment, that’s what Ford had on hand for our comparison testing. Three different events were set up on the tarmac at Hollywood Park meant to showcase the dynamic capabilities of the Fusion.

Here at Autoblog central, which happens to be wherever we can pick up a wifi or EVDO connection, we are well aware that we don’t necessarily represent the automotive mainstream. In fact, many would consider us the lunatic fringe of the automotive spectrum. We don’t see cars as appliances but rather as tools to wield as we get from point A to point B via points X,Y,Z. We prefer to be engaged by our transportation. We like to hear the sound of tire tread wearing away as we aim for the apexes and feel the forces in our steering wheel as the wheels try to change direction of the car.

Of course, we can’t all afford to drive a Cadillac CTS-V, Dodge Viper and Ford GT everyday. That’s why many of us have always taken a liking to cars like the Fusion that are attainable yet still provide some of those exciting characteristics we want in a car that can also haul the groceries and a child seat.

We kicked off our evaluation of the Fusion and Camry on a short course with a slalom and an emergency lane change maneuver that highlighted the new standard electronic stability control on the Fusion. We took a few runs in the Camry first and unfortunately, like many, Toyota’s the slip control left much to be desired. The system intervened early and aggressively slowing the car significantly. As the brakes were being modulated on the front wheels, vibration could be felt through the steering wheel, and understeer was so severe in the lane change maneuver that it felt like the outside front tire was rolling under.

The Fusion, on the other hand, was much better balanced and its stability control allowed the car to slide just enough that the driver could feel the limits of adhesion. The system then applied the brakes and managed the engine torque smoothly, keeping things on an even keel without feeling like a nanny. We were able to get the through the slalom about 4-5 mph faster in the Fusion than in the Toyota (both 4-cylinder, automatic models)

Similarly on the autocross course, the Camry proved to be an understeering slug that was extremely reluctant to change direction. Turning the steering wheel was like using an old video game wheel with no force feedback. The effort was overly light and the angle seemed to have little relationship to where the car was going. One other steering problem the Camry exhibited was a tendency to run out of steering assist during the slalom where the sequence of left-right steering inputs demanded more than the power steering pump could supply. The electric power steering on the Fusion exhibited no such issues.

Being a front-wheel-drive, mainstream sedan, the Fusion still understeers at the limit as would be expected, but overall it was much better balanced and trail-braking into corners helped bring the back end around on the tighter turns. The steering actually provided some feedback, although at ten-tenths a bit more would be appreciated. The only other complaint would be a desire for more braking power and grip, although Ford certainly had to provide a balance between adhesion, rolling resistance and noise.

The final parking lot event was literally a parking lot event. We had a short acceleration zone intended to demonstrate the more linear throttle response of the 2010 engines compared to the 2009 Fusion. This was followed by a full lock turn to demonstrate the reduced turning radius of the new front suspension geometry. Those trying to maneuver in tight parking lots will definitely appreciate this improvement. Finally, a reverse slalom and parking maneuver allowed us to try the new rear view camera and improved rear visibility. The lump on the rear package shelf that previously held the center brake lamp has been removed and the lamp is now integrated into the trunk lid.

After lunch at the Chart House restaurant on Pacific Coast Highway, it was time to attack the canyons. Drew Phillips and I got into a Fusion Sport with J D Shanahan, the Fusion’s chief engineer. The beauty of roads like Topanga Canyon, Malibu Canyon and Mulholland Drive is that they have to follow the contours of the canyons, meaning they typically don’t go straight for any length of time.

The Fusion Sport is the new top end model equipped with the same 263-horsepower 3.5L V6 engine and 6F50 6-speed automatic transmission used in the Lincoln MKZ and most of Ford’s big sedans and crossovers. The 3.5L has plenty of power and the Fusion chassis proved eminently capable of handling the twisting switchbacks. Some of the pavement actually gets surprisingly bumpy (nothing like the craters we have in Michigan), putting the Fusion’s mechanical grip to the test.

Shanahan explained that the rear suspension geometry was heavily modified. The pivot points for the control arms were moved so that the roll-center was moved closer to the center of gravity of the car. The result is that the body has less inherent tendency to roll. This allowed Shanahan’s chassis team to use a softer stabilizer bar in the rear facilitating more independent motion of the rear wheels. The bottom line is that the car has both increased roll stiffness and better ride quality and road holding.

The Fusion exhibits admirable handling characteristics when pushed hard and never feels harsh. As on the autocross, it understeers at the limit but feels surprisingly neutral up to about 9/10s and any intervention from the stability control was subtle enough to go almost unnoticed. Again, a bit more deceleration grip would be appreciated, but even in miles of hard driving the brakes never exhibited any fade.

The brakes were easy to modulate, although some other drivers complained of a slightly soft pedal. This was likely due to some knock-back. During hard cornering the brake pads and caliper pistons can get pushed back due to some motion of the rotor that results from lateral forces. This can also happen on bumpy roads. When it occurs, the next time you apply the brakes, the pedal moves further than normal until the pad comes back in contact with the rotor surface. On subsequent applies, the piston seal should keep the pad in the right position, eliminating the problem unless continued hard cornering causes more knock-back.

After a break we switched to a 3.0L V6 Fusion, which Drew and I agreed actually felt even better balanced than the sport as a result of the lower drivetrain weight. The 3.0L has nearly as much power as the larger engine (240 vs. 263 hp) and the updated version has very linear power delivery thanks to its new throttle control and variable valve timing. The 3.0L is also flex fuel capable and running on E85 will bump the power up from 240 to 250 hp.

For real driving enthusiasts, the Fusion of choice might actually be the four-cylinder, six-speed manual version. The 2.5L now puts out 171 hp, and with the manual transmission would be the lightest, least nose heavy Fusion. We didn’t get to drive one in LA this time, so look forward to trying one out soon. All of the cars we tested had automatic transmissions, with the V6 cars adding a manual select shift gate. We’re generally not a fan of these manual mode automatics since we like the rhythm of clutching and shifting.

Having said that, Ford at least has the orientation of the sequential shift gate in what we consider to be the correct position. Tap backwards for an up-shift and forwards for a down shift. Ford’s manual shifting algorithm also includes some nice touches for enthusiasts. The powertrain control matches the revs of the engine and transmission during shifts just as a good driver would do. In manual mode, the transmission also won’t force an up-shift, instead just letting the engine go to red-line and hold the selected gear. The shifts themselves came quickly in response to a tap, making it easy to select the right gear for the conditions in the canyons.

For what started as a mid-cycle refresh, Ford management including product development VP Derrick Kuzak deserves credit for recognizing the importance of the mid-size segment and making far more extensive changes than were originally planned. The new Fusion was remarkably quiet and refined whether we were cruising on the freeway or blasting through a canyon. Shanahan told us that among other changes, a damper was added to the roof of the car to cut vibrations. New seals and acoustic components in several areas also help keep out noises and absorb those that do get in. The changes are applied across the board, including the hybrid model, and this is certainly one of the quietest sedans in this market segment.

2010 Ford Fusion Hybrid

Aside from the hybrid, with which we got over 43 mpg, we didn’t have a chance to evaluate fuel consumption of the conventional gas-powered Fusions. Real world evaluation will have to wait until we get one in the Autoblog Garage sometime in the near future. The final EPA numbers are still being calculated, but Ford is claiming that the Fusion will beat the current class leading Camry by at least 2-3 mpg across all model variants. Based on the performance of the hybrid, we’re willing to give Ford the benefit of the doubt on this one.

The new Fusion will go on sale early in 2009. Some 2010 production is due to start this month, but the holiday shutdown of the Hermosillo plant has been extended through the end of January to allow Ford to sell down the remaining 2008 and 2009 models.

Gallery: First Drive: 2010 Ford Fusion Sport

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Gallery: First Drive: 2010 Ford Fusion SEL

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For those who still have sufficient cash-flow to purchase high end sports cars, the latest and greatest remains a must. In keeping with that reality, Audi is cranking up the juice on its flagship R8 sports car with the introduction of the R8 V10 5.2 FSI quattro, which got an early reveal on the web today. The R8 shares some less visible bits with its corporate cousin, the Lamborghini Gallardo, but until now the Lambo’s V10 engine has remained exclusive to the Italian side of the family.

The R8 V10 will be the street going version of the R8 LMS that debuted a couple of weeks ago at the Essen Motor Show in Germany. It’s 5.2L V10 is rated at 525 horsepower and 390.91 lb-ft of torque in European spec form. Those numbers fall a bit shy of the latest Gallardo LP560-4 even with the same displacement, which ensures that the Lamborghini can still command a price premium over the German machine. The U.S. version of the R8 V10 should remain pretty close to these numbers. That will be enough to push the 0-62 sprint under four seconds to 3.9 seconds. Unfortunately, the R8 is still saddled with the same craptastic 6-speed R-tronic as the only alternative to its proper manual gearbox. The R8 V10 now also inches closer to the magical 200 mph mark with a terminal velocity of 196 mph. The V10 version gets a new set of all-LED headlights for both high and low beams and the scoops on the side blades now bulge out to suck in the extra air needed to feed and cool the larger engine. A new rear diffuser also helps keep the rear end planted where a set of twin oval tailpipes replace the quad exhausts on the standard model. The R8 V10 will be available in Germany starting next spring with a base price of EUR 142,400 (approx $180,000) and will make its official debut in January at the 2009 Detroit Auto Show. Follow the jump for Audi’s official press release and check out the high-res images in our gallery below.

[Source: Audi]

PRESS RELEASE

The Audi R8 5.2 FSI quattro: breathtaking performance

• The new 5.2-liter, ten-cylinder engine puts out 525 hp
• Sprint to 100 km/h in 3.9 seconds, top speed 316 km/h
• High-performance sports car with striking design

Ingolstadt – Audi is launching the next variant of its top-of-the-line model. With the R8, the brand has established itself at the forefront of high-end sports cars from the very start – and now comes the R8 V10. Its 5.2-liter, ten-cylinder engine churns out 386 kW (525 hp) and 530 Nm (390.91 lb-ft) of torque, which makes for breathtaking performance. With superior Audi technologies such as quattro all-wheel drive, the lightweight aluminum body, the innovative all-LED headlights, and its striking design, the
R8 V10 takes pole position against the competition.

The R8 V10 is the result of cumulative know-how from Audi’s string of Le Mans victories. Its naturally aspirated engine combines racing technology such as dry sump lubrication with FSI gasoline direct injection. The ten-cylinder design is the perfect synthesis for impressive top performance, mighty pulling power, and low weight. Starting in 2009, this engine will also prove its potential on the world’s racetracks – in the new R8 racing car Audi is developing for customer teams in conformance with the GT3 rules.

The V10 engine in the production sports car will be almost identical in construction to the one in the racing version. Its displacement is 5,204 cc, at 6,500 rpm it delivers 530 Nm (390.91 lb-ft) of torque, at 8,000 rpm its power tops out at 386 kW (525 hp).

The specific power output is 100.9 hp per liter of displacement – and each hp has to propel only 3.09 kilograms (6.91 lb) of weight, because the Audi R8 V10 in the version with the six-speed manual gearshift weighs only 1,620 kilograms (3571 lb). The engine accounts for 258 of these kilograms (569 lb) – that’s only 31 kilos (68 lb) more than the V8.

The Audi R8 5.2 FSI quattro rockets from zero to 100 km/h (62.14 mph) in 3.9 seconds. In the version with the sequentially shifting R tronic it reaches 200 km/h (124.27 mph) in another 8.1 seconds. Even then its propulsive power hardly lessens: it’s sufficient to reach a top speed of 316 km/h (196.35 mph). The immense force, the spontaneity and the thrust of the acceleration, plus the sound of the engine – all these impressions coalesce into a breathtaking sports car experience. The V10 plays a concert with growling bass tones and powerful high notes, which grows into a grandiose fortissimo as the engine revs up. This sonorous acceleration doesn’t reach its limit until 8,700 rpm.

The 5.2-liter powerplant uses direct injection according to the FSI principle developed by Audi. A common rail system injects the fuel into the combustion chambers with up to 120 bar of pressure. Direct injection reduces the susceptibility to knocking and provides a certain amount of cooling through the evaporation of the fuel, which in turn supports a high compression ratio of 12.5:1. This in turn contributes to superior performance and improves fuel economy. The R8 V10 with R tronic gets by on an average of 13.7 liters per 100 km (17.17 US mpg).

For maximum dynamics: low center of gravity engine

The technical refinements of the long-stroke ten-cylinder engine include dry sump lubrication, which allows the engine to be mounted low within the chassis. The wide cylinder angle of 90 degrees also makes for a low center of gravity. The crankcase is a high-strength aluminum-alloy casting produced in a complex process. The connecting rods are made of forged steel, the pistons of aluminum. The four camshafts are chain-driven and each is adjustable through 42 degrees. This provides great latitude in controlling the valve timing. In combination with the straight, flow-optimized ducts of the intake manifold, this improves the charge throughout the entire speed range.

The R8 5.2 FSI quattro has a six-speed transmission. A precise and smooth-shifting manual transmission comes as standard equipment. The sequential R tronic is available as an option. The high-tech gearshift conveys an authentic racing feel – with the rocker switches at the steering wheel and the short shifting times of usually less than one-tenth of a second. When the driver actuates the Launch Control program by pressing a button, the R8 V10 takes off in a vehement quick-start with electronically controlled tire slip – both with the R tronic and with the manual transmission.

A contributing factor to the wide lead in traction and driving safety of the Audi R8 V10 over the competition is quattro all-wheel drive – it’s the superior technology especially for a high-performance sports car. Four powered wheels get more grip than two. They enable the driver to step on the gas sooner when coming out of a curve. It’s not only the traction that benefits, but also the transverse dynamics and the stability.

44 to 56 percent – the ideal axle load distribution

The Audi R8 chassis offers both dynamic performance and astonishing levels of comfort on long distances. This high-performance sports car from Audi eagerly responds to any steering action with instant ease, achieves lateral acceleration of up to 1.2 g, and handles any situation with superb driving safety. Its mid-engine design provides an ideal axle load distribution of 44 to
56 percent.

The wheel suspensions on dual aluminum wishbones front and rear – a classic racing technology – are optimized for neutral self-steering characteristics. Even more than in the eight-cylinder R8, this setup is designed for maximum performance. 19-inch wheels equipped with tire pressure monitoring display are standard equipment. Their 10-spoke Y design is exclusive to the R8 V10. Tire sizes are 235/35 front and 295/30 rear.

The car features a high-end damper technology as standard: Audi magnetic ride adapts the characteristics of the suspension in milliseconds to the nature of the road surface and to the driving style. Suspended in the oil of the shock absorbers are tiny magnetic particles which, when a voltage is applied, rearrange themselves so as to slow down the flow of oil through the valves.

In the R8 V10, deceleration is provided by an extremely muscular braking system – eight brake pistons at the front and four at the rear grasp the brake disks, which are ventilated and perforated to ensure unimpeded heat transfer. The brake disks on the front axle have a diameter of 380 millimeters (15 in); the rear discs span 356 millimeters (14 in).

The R8 5.2 FSI quattro is optionally available with a ceramic brake system whose disks are made of a composite material containing high-strength carbon fibers and abrasion-resistant silicon carbide. These are especially light: their combined weight is nine kilograms (19.84 lb) less than the weight of equivalent steel disks. The ceramic brakes can easily cope with the harsher requirements of racing, won’t corrode, and have a typical service life of 300,000 kilometers (186,400 miles). Their calipers are painted charcoal gray and emblazoned with the inscription “Audi ceramic”.

Typically Audi: Sharp lines and an elegantly curved roof

The wide, full shape of the R8 5.2 FSI quattro seems to hug the road. The brawny proportions and prominent wheel wells underscore its potential. The high-precision styling of the lines and the elegant curve of the roof are typical Audi features. A continuous contour optically connects the front, the wheel wells, the sides and the rear. Located well forward, the cab visually expresses the mid-engine design. The vertical air scoops (sideblades) on the sides are also indicative of the engine location. The massive aluminum gas cap is mounted flush within the right sideblade.

The design of the Audi R8 has already impressed experts, as evidenced by the double victory in the “World Car of the Year Awards 2008″. In the ten-cylinder model, the styling has been sharpened up even more.

The front air inlets, which feed air to the coolers, and the lip of the front apron are painted in high-gloss black. The number of cross-braces has been reduced from four to two. The vanes of the single-frame grille have a striking chrome finish.

A very distinctive highlight of the R8 V10 are the all-LED headlights as standard equipment. Audi is the world’s first automaker to use LEDs for the high beam, low beam, daytime running lights, and turn signals. Each headlight integrates 54 of these high-tech light sources. With a color temperature of 6,000 Kelvin the LED light closely resembles daylight, which is less tiring to the eyes in night driving. Further advantages of the LEDs include brilliant illumination, low energy consumption, and a virtually unlimited service life.

Special details also distinguish the body of the R8 V10. Its sideblades are more accentuated than in the eight-cylinder version. The side sills are more striking and wider; the exhaust grilles at the rear windows have a matt aluminum look. Through the large rear window, the ten-cylinder engine is clearly visible in its consummate technical beauty.

When in motion, this Audi high-performance sports car creates a downforce that keeps it in firm contact with the road – thanks to a rear spoiler which deploys automatically at 100 km/h and the fully enclosed underbody, which terminates in a sharply upward-curved diffuser. The dominant color at the rear end is high-gloss black, including the settings of the LED tail lights. The air outlets at the rear end also have only two cross-braces, and the exhaust system terminates in two large oval tailpipes.

Audi sets the example – in body weight and rigidity

The body of a sports car must be especially lightweight and rigid. Audi meets these requirements with the technology of the Audi Space Frame (ASF) and its high-tech aluminum construction. The body-in-white of the R8 V10, which includes an engine frame made of ultra-light magnesium, weighs only 210 kilograms (463 lb), and the quality of its lightweight design – the relation of weight to torsional rigidity – is the best in the sports car segment. The body is composed of profile extrusions, sheet aluminum and very complex gusset castings, all held together by 99 meters (325 ft) of welding seams, 782 rivets, and 308 special screws.

The interior of the R8 V10 provides a unique racing ambience at the luxury level. Its dominant element is the so-called monoposto – a wide arc that contains the steering wheel and the cockpit. As always in an Audi, the workmanship is of the highest quality. The surfaces of the dashboard and doors are lined with fine materials and adorned with precisely stitched decorative seams. Many customizing solutions are available: Audi supplies leather in a wide range of colors, packages with a carbon and piano-lacquer finish, or a made-to-measure luggage set. quattro GmbH, which has developed and is producing the R8 V10, also provides solutions for unconventional requirements.

The great everyday utility of the Audi R8 V10 is based in part on its spacious interior made possible by the long wheelbase of 2.65 meters (8.69 ft). Drivers and passengers of any size will always find a perfect sitting position. Visibility too is surprisingly good. Slender hinge pillars optimize the obliquely forward field of view. Another advantage for convenient everyday use is the luggage space: 100 liters (3.53 cu ft) fit under the front hood, another 90 liters (3.18 cu ft) can be stowed behind the seats. There is also room for two golf bags.

The Audi R8 5.2 FSI quattro combines its colossal performance with a generous complement of standard equipment. Highlights include heatable seat covers made of Fine Nappa leather, a driver information system, the navigation system plus and the Bang & Olufsen sound system along with deluxe automatic air conditioning and an alarm system. The instruments and the gearshift knob are decorated with red rings; the footrests and the rocker switches of the R tronic have an aluminum finish.

The list of options includes other highly attractive features – such as the Audi parking system advanced with its integrated rearview camera or numerous Audi exclusive customization options. Various leather packages provide a luxurious touch, while the bucket seats from the Audi exclusive program bring a highly concentrated racing atmosphere into the R8 V10.

The Audi R8 5.2 FSI quattro will be rolled out in Germany in the second quarter of 2009 at a basic price of EUR 142,400.

At the Thailand Motor Expo this week, Ford’s rolling out a show truck based on the locally-produced Ford Ranger. Dubbed the Ranger Max, it’s a styling exercise designed to infuse the compact pickup with some visual muscle and toughness. According to Ford, power tools were among the inspirations for the project, hence the blend of matte accents and this OSHA-friendly orange paint job. Anyway, it’s pretty cool, what with the embossed “RANGER” logos on the grille and tailgate; vented, domed hood; chunky wheel/tire package; flared fenders and integrated step rails. If Ford were to (finally) replace the U.S.-market Ranger with something incorporating the main cues from this (especially the overall grille/front-end treatment), you wouldn’t hear a peep of complaint from us — we’d be too busy listening to “One Night in Bangkok” on the stereo while we cruised down that street from the Ford Flex ads. PR from Ford Asia-Pacific follows the jump.

UPDATE: Video added after the jump. (Thanks, Mike.)

[Source: Ford]

PRESS RELEASE:
Ranger Max Show Truck Delivers Maximum Capability, Maximum Style and Maximum Impact

• High-impact Ranger Max show truck explores future design possibilities for Ford Ranger compact pickup
• Inspired by power tools and active lifestyle equipment, Ford designers describe Ranger Max’s new look as tough style with power dome and sportsbar as key features
• Ranger Max amplifies the urban appeal of Ranger and reinforces its proven durability and toughness

BANGKOK, Thailand, November 28 – Renowned for its genuine toughness and strength, the Ford Ranger takes a confident step forward with the debut of the high-impact Ranger Max show truck at the Thailand International Motor Expo.

Ranger Max pushes everyone’s expectations of Ranger. Visually bold and muscular, it takes to the stage at the Ford stand with confidence, sophistication and craftsmanship. The Ranger Max extends Ranger’s reputation as the best all-around compact truck on the market.

“We know Ranger is tough and durable, and Ranger Max adds to those qualities. The show truck does not follow a trend; it sets a new tough style direction for compact trucks,” says Paul Gibson, the chief designer of the Ranger Max show truck. “Ranger Max is genuinely tough, and it is a truck that gets the job done. This high-impact show truck also has the bold visual presence that looks great on the urban scene.”

A team of Ford truck specialists in Thailand worked closely with Ford’s Australia-based Asia Pacific and Africa design team, led by Gibson, to create Ranger Max. Ford’s design team incorporated design cues into Ranger Max that may be seen in future-generation Ranger.

“The Ranger Max is not just about creating show excitement,” Gibson said. “We have a great opportunity to test design themes that may make their way into production. Ranger Max says exciting things about the possibilities for truck fans in Ranger’s future.”

“The tough style of Ranger Max is based on the capability and versatility that make Ford Ranger the choice of the most demanding truck owners,” said Mr. Saroj Kiatfuengfoo, senior vice president, Ford Thailand. “Ranger Max’s high-impact design and tough style appeal will excite truck enthusiasts in Thailand.”

Delivering Tough Style
Genuine truck toughness comes from great design and engineering, which means the production Ford Ranger is the ideal foundation for creating Ranger Max. No under-skin modification was needed with Ford Ranger to produce Ranger Max.

Gibson and his team of designers concentrated on exploring the limits of tough style. “Ranger Max wasn’t meant to be elegant or pretty. The robust nature of Ranger means that it is the dependable workhorse, and with Ranger Max we wanted to create a show truck that is cool as hell.”

They took inspiration from things many truck owners know and appreciate. The distinctive contrast between Ranger Max’s hardcore orange paintwork with matte black accents is inspired by the functional design found in some modern power tools – just like those used by many Ranger owners every day. Ford designers recognize how absolute function and durability inspire these industrial tools and make them more appealing.

Industrial shapes such as the cog-like detailing in the body accents and wheel arch mouldings extend Ranger Max’s theme of tough style as the ultimate power tool.
Pushing the power tool inspiration a step further, the Ranger Max design team noted how power tools and similar objects incorporated words into their design to convey instructions or warnings. Ranger Max uses ‘words’ in this same style to accentuate its robust ‘industrial feel’.

Ranger Max is full of details like this, such as the word GRAB imprinted subtly on the bold, black grab handle in the side of the sportsbar linked to the cab. Every letter is precisely shaped in a ‘truncated’ font that complements the toughness and utility the overall truck design communicates.

Several power tool brands have inspired Ford designers. Other inspirations for Ranger Max have come from active sports, such as rock climbing, and the tough, technical products used by active sportsmen.

Just like Ford Ranger, the robustness of these products is affordable and their designs are purposeful. People buy these products because they know they can depend on them to get the job done.

“Ranger is respected,” Gibson says, “and Ranger Max amplifies that identity, which gives it a modern and youthful character that’s really suited to sporting and social activities, too.”

Taking Ranger to the Max
With its character as the ultimate power tool, Ranger Max show truck exudes confidence and purpose. It’s up for the job – work or fun – and its tough style says so. It features full surfaces that convey the power and strength of its tough-truck backbone. The detail of its design demonstrates this show truck has been designed by people who know trucks and love them.

Like a high-quality power tool, it’s ready for tough use. This means purposeful matte black plastic accent features and trim items – and no fussy, fancy chrome.
Ranger Max has innovative features such as a remote-controlled power tonneau cover for the cargo bed and a distinctive sportsbar that visually extends the length of the well-proportioned Ford Ranger side-access Open Cab.

And Ranger Max rides on distinctive, deep-dish, 18-inch alloy concept wheels and custom technical-look tyres that finish its extreme looks.
This is a Ranger and proud of its tough-truck heritage. RANGER is boldly embossed in the hood and sidesteps on Ranger Max.

Dynamic Profile
Ranger Max’s high impact establishes a powerful presence wherever it goes. And that bright orange high-energy colour is officially known as Mango Hit. It is the colourful creation of Debbie Pascoe, colour and trim manager, Ranger Max design team.

Its profile exudes power and dominance as well as balanced proportion. The flexed ‘power dome’ shape of its hood communicates the pulling power and high torque of the engine. The power dome shape carries through to influence the design of the hard tonneau cover at the rear of the vehicle. These two overt muscular design elements give Ranger Max power and solidity. It’s enough to scare the typical pickup into the gym for serious weight training.

Adding even more dynamism to the profile is the exclusive Ranger Max sportsbar, which attaches to the pickup bed and arches across the vehicle. This unique crossbar is shaped to create the visual impression that Ranger Max is always on the move – or ready for action.

“The sportsbar makes a big statement,” explains Max Tran, a Ford designer who played a key role in developing the vehicle. “It adds a feeling of movement and dynamic character, and incorporates some great design details, including twin air scoop shapes on top.”

Built into each side of the crossbar is an integral grab handle. Finished in matte black plastic, the grab handle design is all about purpose. The dark shape of the grab handle visually extends the perceived shape of the Ranger Max side window shape, accentuating the feel of functionality and space of the Ranger side-access Open Cab – a functional feature which Ranger debuted in 2002 in response to feedback from tradesmen.

The grab handle is labelled – like instructions on power tools and on aircraft – with the word GRAB. Similarly, the side door of the Ranger Max is distinctively yet discretely labelled AXCESS. These functional callouts also extend to the Ranger Max fuel inlet, which is designed to intersect one of the bold wheel arches, labelled FUEL.

“There’s no mistaking the purpose of labels like these on power tools,” Tran explained. “On Ranger Max, they fulfil the same role. It’s the style of purpose.”
For example, the vent on each front fender uses hexagon-shaped details and discrete chrome badging with the word RANGER. MAX adjoins this Ranger badge to reinforce the show truck’s name.

Other design details in the Ranger Max profile include incorporating the side repeater lamp into the side mirror. The lower bodyside, with two-piece interlocked sidestep look, was inspired by rock-climbing carabineers and other outdoor gear you trust with your life.

Ranger Max’s stance communicates power, purpose and athleticism. The design team has crafted unique, 18-inch alloy concept wheels for Ranger Max. These deep-dish, six-spoke wheels – with black graphic funnel shapes to their centres – are must-have sporting accessories perfectly suited to Ranger Max. Featuring large offsets, the wheels build on Ranger Max’s distinctive tough style.

Big P285/60R18 tires with a chunky tread pattern give Ranger Max the footwear and traction it needs to accomplish any job or adventure.

The bold wheel arches with cog-shaped detailing reinforce Range Max’s stance and its purpose. Explosive, dynamic side graphics on the fenders and lower doors are inspired by the high-impact of shattering glass.

A New Face of Possibilities
Ranger Max is about confidence without aggression. It has a go-anywhere, do-anything attitude as well as great design detail. “When you look at the front design, the three-bar grille, the overt nostrils and open mouth, you’re looking straight into the face of Ranger’s evolution,” said Gibson.

“There are design elements we are developing and Ranger Max is one possibility. We’ve crafted the face of the Ranger Max to explore a new look. Elements from it could evolve into the new identity of Ford Ranger.”

The three-bar grille is a Ford hallmark design element, conveying strength and quality, integrated with a proud, large badge of the famous Ford blue oval. Ranger Max adopts dynamic, modern headlamps which angle at the top to communicate energy and movement.

More robustness cues abound in the front design. Here, the power-dome hood is a dominating shape. Its leading edge features an integral hot-air vent and reinforces that Ranger Max is a tough, powerful machine.

Self-confident Ranger branding – embossed in the top of the front grille surround – is another proud aspect of the front design.

Two major design elements link together to form the dominant frontal look of Ranger Max. The corporate three-bar grille imbeds itself into the lower enlarge air intake. A distinct line starting from the headlamps follows around the nostril and borders the lower air intake. This signature line unites the major design elements to create the defined face of Ranger Max.

Powerful Pulling Away
Ranger Max has presence on the road. Its bold rear design is the combination of proportion and details such as the pronounced contours of the tonneau cover which emulate the power bulge on the bonnet. The distinctive sportsbar integrates the cabin area with the tonneau cover. Continuing rearward, Ranger Max is neatly finished off with a tailgate cladding embossed with RANGER and a pair of unique tail lamps.

“We’re really excited about the Ranger Max because we’ve been able to define a tough style and apply it to Ranger. It is credible and very believable. Ranger Max amplifies the reputation of our truck,” said Tran. “There’s nothing minimal about the Ranger Max.”

Star at Thailand International Motor Expo
The Thailand International Motor Expo 2008, with Ranger Max as the star attraction for Ford, runs from November 28 to December 10.

“We recognise that Thailand is the home of Ranger for Asia Pacific, and from Thailand we export Ranger around the world. We know Asia is a fusion of many cultures, and we look to Thailand as a wonderful blend of tastes, styles and emerging ideas. For this very reason, we decided to create Ranger Max in Thailand and show the high-impact truck to the world at Motor Expo,” said
Mr. Kiatfuengfoo.

Back in September we reviewed the V6-powered Dodge Challenger SE, and our conclusion was that an uninspiring engine and benign handling was trumped by terrific curb appeal and an affordable price tag. The R/T model we reviewed yesterday fared even better, with a near perfect combination of brawn and beauty. It was fun spending time behind the wheel of both the SE and R/T models, but we knew we had to get our hands on a fire-breathing, 425-hp 6.1L HEMI V8 to see how capable the Challenger could be at full tilt. After all, there are few things in life better than classic muscle car looks combined with a brute-force V8. And if there are two available V8 engines, it just makes sense that we’d prefer the Challenger with the most powerful powerplant. Did Dodge hit the mark with its top Challenger? We welcomed the Challenger SRT8 into the Autoblog Garage to find out for ourselves.

Photos Copyright ©2008 Chris Shunk / Weblogs, Inc.

Our TorRed Dodge Challenger SRT8 was stocked with options including navigation and an upgraded 13-speaker sound system. Its $44,180 price tag included a $1,700 gas guzzler tax, leather seating surfaces, massive SRT seats, 20-inch rims, and a 425-hp 6.1L HEMI V8 engine. The 44 large also buys owners the right to brag that they own the most exclusive and powerful new Challenger that money can buy.

We’ve been looking forward to driving the Challenger SRT8 since it was first announced, but we became even more curious after our time behind the wheel of the V6-powered SE model. We were hoping that the SRT treatment would cure all of the SE model’s ailments, and Dodge’s performance team provided plenty of raw power to help its cause. The 6.1L HEMI powerplant sounded sublime, and its 425 horsepower provided more than exhilarating bark.

In a straight line, this 4,110-lb coupe can flat-out fly. Just put the automatic transmission in manual mode (or don’t) and smash the gas and the SRT Challenger becomes a 50-state legal missile. But since the Challenger is so damn big, it’s difficult to ascertain just how fast you’re going until you look at the speedometer. The list of vehicles with stronger straight line punch than the Challenger isn’t very long, but there are plenty that have better moves when the road bends.

Dodge hit the ball out of the park recreating the styling of the original Challenger, but we were surprised to learn that it had similar handling characteristics to the original, too. The Challenger SRT8 has too much weight at its high belt line to be athletic, and its stiff yet uncommunicative steering gives inadequate feedback to the driver. When we had the opportunity to safely test the Challenger’s capabilities, we got the feeling that if we pushed it too hard, we’d be on two wheels Dukes of Hazard style. No wonder the seats have such wonderful side supports.

While the Challenger SRT8’s performance in the twisties was less than thrilling, it wasn’t a death knell, either. This Challenger is more about presence and raw power, and far less about being a competitor to the fleet-footed Lotus Elise. This can be best illustrated by a trip to the corner store. As I was exiting a busy parking lot one day, a couple with three children were walking past the Challenger. All three boys had their necks craned to get an eye-full of the muscle car, and dad almost gave himself whiplash when I pressed the start button and lit up the HEMI V8. The Challenger is a real head-turner at any trim level, but with faux carbon fiber racing strips and stylish 20-inch rims, the SRT8 model just screams for attention.

The Challenger’s classic rear drive muscle car looks are sure to stand the test of time. In fact, it’s is a dead ringer for the 1970 model, yet Dodge designers managed to give the new model a truly modern flare. The long front hood, short rear end and wide stance brings a smile to our faces and thumbs-up from ogling onlookers. The hood looks menacing in appearance, and the absolute best view of the expansive metal comes from the driver’s seat.

If the exterior of the SRT8 Challenger is the automotive equivalent of Carmen Electra, it’s interior is a bit less voluptuous. We loved the comfortable, grippy SRT seats and were happy to see that Chrysler upgraded the steering wheel to include redundant controls that we could actually see (instead of behind the wheel). But for some reason, the painfully outdated and un-illuminated 1990’s style cruise control stalk remains.

Another problem we have with the Challenger is the fact that the driver seat cannot be folded forward to let people in back. We mentioned this in our review of the R/T model, but it deserves repeating. You have to use the passenger side to perform this feat, which can be a real pain when you’re the only adult and have to put two children in the back. We also would have preferred more contrasting materials in the cabin instead of a drab collection of blacks and grays.

We were pleased, however, with the overall attention to detail in the Challenger’s cabin. Materials are soft to the touch and a pair of well-placed arm rests makes for spot-on ergonomics. Some performance coupes tend to wear on us over a long haul, but the Challenger is roomy, comfortable and a top-notch cruiser on the open road. Oh, and the trunk is 1986 Ford Taurus big, which is something that can’t be said of the pony car competition.

After a week with the Challenger SRT8, we were quite addicted to its raw power and striking good looks. The Challenger SRT8 is all about turning heads and ripping off prodigious burnouts in the parking lot, and we’re guessing fans of this Mopar muscle car would have it no other way. We would have liked a lighter and more agile high-end Challenger, but that would have only added to its $44,180 MSRP. The real question is whether the SRT Challenger is the king of Dodge coupes. The R/T model doesn’t get hit with a gas guzzler tax, provides 90% of the power and 100% of the SRT8’s handsome muscle car looks. Oh, and it also costs around $10,000 less. With that in mind, it’s hard to recommend the SRT model as the one to buy.