2011 Ford Mustang GT SMS 302 / SMS 302SC - Car News

We were so duped. Steve Saleen invited us out to his company’s shiny new digs in toasty Corona, California, to show us the new Ford Mustang –based SMS 460, a follow-up to his first effort as a federally recognized OEM, the Challenger-based SMS 570. We sorta expected we’d see a hopped-up Mustang powered by a 4.6-liter V-8 with a few power upgrades and the styling and suspension modifications we’ve come to expect from Saleen.

Turns out what he really had in mind was the debut of his new SMS 302, which—you guessed it—is based on the new 2011 Mustang GT with its new 302-cubic-inch (5.0-liter) engine. The SMS 302 remains naturally aspirated but produces “over 440 hp and 400 lb-ft of torque”—improvements of 28 hp and 10 lb-ft—thanks to a new head design, a high-flow exhaust system, an optimized accessory-drive system, and reworked engine calibration. Zero to 60 mph is expected to take just 4.5 seconds with the quarter-mile passing in 13.5 seconds at 116 mph.

Next up will be SMS 302SC, which is basically the same car force-fed by Saleen’s 296 Supercharger system with asymmetric multi-lobe screws, SMS “Six-Pack” intercooler system, and “Duo-Path” induction. SMS claims that horsepower will rise to “over 535 hp and 450 lb-ft of torque.” Manual and automatic six-speed transmissions will be offered. The supercharged version’s 0–60 sprint is said to drop to 4.3 seconds, with quarter-mile stats improving considerably to 12.1 seconds and 119 mph. Considering that we clocked a stock 2011 Mustang GT to 60 in 4.6 seconds and through the quarter in 13.2 at 109 mph, the claims for the naturally aspirated car seem reasonable, if a bit conservative—hopefully SMS’s car can outrun the stocker. But we’re having a hard time wrapping our minds around how the supercharged car’s 100 extra hp could drop the quarter-mile time by 1.4 second and only increase trap speed by 3 mph. Guess we’ll just have to test them.
Both cars will ride on 20-inch front and rear wheels wrapped in Z-rated Pirelli P Zero tires measuring 275/35 in the front and 275/40 in the rear. The body sits snugly atop the rolling stock, thanks to new springs and sway bars front and rear. The rear suspension is an all-new SMS Watt’s-linkage design, according to Saleen. At each corner are cross-drilled brake rotors clamped by powder-coated calipers and high-performance pads.
Hot Bod
We will comment on the merits of the above only once we get ourselves behind the wheel of each. But we can already express our endorsement for the body modifications, which are thorough yet commendably restrained. The front and rear bumpers are arguably the jazziest of the new body bits (the rear bumper even has a Formula 1–style integrated ancillary rain light). The two cars SMS showed us both wore the optional shelf-style rear spoiler that we could take or leave, but as for the rest of the exterior package, from the heat extractors on the hood to the pocket-style rear fascia, we’re down with it. Especially rendered in the crazier of SMS’s color options, which go by such great throwback names as Sour Grape Green, Plum Insane, Pineapple Express Yellow, and Maliblue.
Inside are Alcantara and leather seats with contrasting chevron stripes, a custom leather-wrapped shifter and steering wheel, a 200-mph speedo, and, for supercharged examples, a boost gauge. Finally, each SMS 302 will be personally signed by Steve Saleen himself. Prices for the SMS 302 start at $54,990 (plus about $1,800 for destination/delivery) for coupes, $59,990 for convertibles. Add 10 grand for the supercharged versions of each.
Future SMS Cars
But what of the SMS 460 we had come there to see? Saleen said he is building a limited run of 25 Mustangs based on the 2010 model with a supercharged 4.6-liter V-8. All are spoken for, Saleen said, and once they are completed, SMS will begin building the SMS 302. And by that point, we expect to see an even more formidable Mustang-based SMS 351X—which Saleen promises will be even more powerful than the 302SC—as well as the final member of SMS’s muscle-car trifecta, the Camaro SS–based SMS 620, too.
As for a successor to the sensational Saleen S7? Well, says SMS’s public relations chief Axel Catton, “It’s not called SMS Supercars for nothing.” No further details were provided, but now that we know where SMS Supercars lives, expect us to be snooping around there regularly for clues as to what’s next.
source by carsanddriver

2013 BMW 3-series Rendered - Car News

The BMW 3-series coupe and convertible were just face lifted, but the Bavarians already are busy readying the next-generation 3er sedan; it’s that body style that always leads off a new 3-series generation. And so we expect in late 2011 or early 2012 to get an official glimpse of the four-door, which should arrive at dealerships here in late 2012 as a '13 model. Until then, these renderings provide a good idea of what to expect.

We like what’s here: The next 3 keeps the concave body-side surfaces, and the front and rear of the new car will be sharpened. This is very clearly the little brother of the new 5-series, but far more compact and more aggressive in its detailing. The front end is dominated by the four LED rings around the headlights, which will form the basis of the BMW face going forward, and the lower air intakes will become more angular. The rear view will allow you to tell how much power a particular 3-series is packing, even if the owner goes for the badge-delete option, as split exhaust pipes will remain the domain of the most powerful diesel and petrol versions.
Later in 2012, BMW will add a Sport Wagon, as well as the next two-door coupe and convertible models, the latter of which sadly will keep its folding hardtop. We’d have preferred a migration back to a cloth roof, if only to reduce weight. While the advantages of a folding hardtop are largely psychological, they are preferred by convertible-lovers without a garage or those that feel more secure in a car that’s wearing a helmet. In search of another market niche, BMW also will add a 3-series Gran Turismo in the spirit of the controversial 5-series GT.
AWD Again Available, Nanny Tech Sure to Trickle Down
The next 3 is internally known as the F30 and will of course retain rear-wheel drive with available all-wheel drive; an array of diesel and gasoline engines will again be available. But downsizing is the rage, and while there will still be an inline-six, the majority of 3-series models will be powered by turbocharged four-cylinder engines. The M3 may lose its V-8 and return to a six-cylinder engine, which is likely to be turbocharged. On the other side of the spectrum, BMW could even add a three-cylinder engine, but that would be unlikely to reach the U.S. market. The four- and six-cylinder diesel engines will be highly efficient, some versions of which could even trump the current 320d EfficientDynamics Edition, which gets an astonishing 53 mpg in the European cycle. If we see a diesel 3 again in America, though, you can bet it won’t have one of the puny engines.
The new 3 also will get a bag full of electronic nanny systems, including lane-departure warning, radar cruise, and more. Inside, it will lose the ugly dashboard wart that houses the current model’s optional navigation system; look for a far more upscale and clean-looking interior more in line with the style of the new 5-series cabin.
Looking even further out, the 3-series will once again be the most compact BMW with a proper, rear-wheel drive setup. Ah, but what about the 1-series? While the next-generation 1er will retain the use of the 3-series platform, rumblings suggest its successor—the third-generation 1-series—will move to a front-wheel-drive architecture. BMW research has shown that many 1-series drivers believe they own a front-driver anyway, and while the fact speaks volumes about the kind of buyers the car attracts, we would then understand the decision to move the 1 to, say, the Mini platform. The move would only serve to enhance the appeal of the 3, which should remain as compelling as ever.

source by carsanddriver

The first information about the 2010 Audi A6 have hit the web, with over 12 months before its official debut.

Although the debut of the next generation A6 is longer than a year away, early information on future premium class mid-size sedan from Ingolstadt have emerged. It will be based on the ASF II technology. As well, on this model will debut a series of technologies that first appeared on the TT’s platform. 2012 A6’s new platform will be built with the same technology that the all future models from Audi will use.
As you know, Aluminium and Steel Spaceframe technology is designed to provide a platform that has a weight 50% lower than the equivalent made in steel, but is 150% stiffer. This platform allows building a chassis from a mix of parts, allowing different cell passenger and a modular front, all reinforced with aluminum, steel and foam. Capabilities of this platform have already been estimated at TT and Audi promises a glorious future for it.
Mainly, the front-wheel drive remains a standard for entry-level models, following that quattro will be offered either standard or optional for the rest of the range models. The top of the range of engines for the A6 will be a 4.2 liter V8 which will deliver around 350 HP, while the S6 will only get a small displacement turbocharged unit. According to first information, the A6 will be available with two V6 TDI engines of 2.7 and 3.0 liter respectively, while the European market could also have the “classic” 2.0-liter TDI engine.

The Next Generation Audi A4 To “Loose” 330 Punds

Audi plans to reduce the total weight of the future A4 with about 330 pounds to improve performance, ride and consumption.

Although the public still enjoys the current generation, the new A4 already begins to take shape in design workshops of Ingolstadt. Audi plans to make the mid-size luxury sedan unbeatable in the premium segment, offering more than BMW and Mercedes.
So, in order to do that, Audi though of a process of weight reduction for the next Audi A4 generation. The 3 Series’ rival could lose up to 330 lbs, an explicit goal, fixed by Heinrich Timm, Head of the Audi Lightweight Design Centre. Reaching this goal would bring to an improved ride, performance well above the current ones, lower fuel consumption and lower CO2 emissions.
The 330 lbs will be lost by using an aluminum structure, of composite materials such as carbon fiber, and by improving the production methods. The philosophy first experienced on the future A4 will then be borrowed by the entire line-up of the German automaker of Ingolstadt.

The Ferrari officials said that all 599 GTO copies were sold before the public debut of the model. Ferrari 599 GTO is the fastest street model ever built by the Italian automaker, and was produced in only 599 copies.

Before the great presentation from the Beijing Auto Show, the Italian supercar could be admired in an event held at the Military Academy of Modena. Ferrari 599 GTO has a V12 engine with a displacement of 6.0-liters which can produce up to 670 HP at 8,250 rpm and the torque developed reaches the value of 457 lb-ft at 6,500 rpm.
The model uses an Formula 1 transmission with six gears able to change gears in just 50 milliseconds. Ferrari 599 GTO’s performance are something to really envy, the car sprinting from 0 to 60 mph in 3.35 seconds, and top speed exceeding 208 mph.

For you to make a general idea of how important the 599 GTO model is for Ferrari and how the event took place within the Military Academy of Modena, here is a highlights video of the supercar’s world premiere on April 14.

Pink Lamborghini Murcielago 670-4 SuperVeloce Or How To Make The Bull A Poodle

First we’ve seen an Audi R8 painted in pink, and now… a Lamborghini Murcielago LP 670-4 SuperVeloce. We don’t know if it belongs to a lady or to a spoiled rich gril or even to an eccentric sheik, but we know for sure that this hypercar hides under his hood a 6.5-liter V12 engine that develops not less than 670 HP.
It’s true that R8 deserved its pink treatment, because of its sissy looks, but what this Murcielago did wrong? It’s an amazing piece of machinery, almost one of the best ever created. It’s the car that Lamborghini built to remain in people’s mind as ultimate supercar, which almost is. An aggressive car that, with frightening elements, as the exhaust, which made Hammond say that “It would scare the crap out of a Prius.” Not talking about that rear spoiler, that is the size of a snooker table and all the SV stickers that can transform The Little Match Girl into the Alfa Male.


So, how idiotic you have to be to transform the Lambo’s ultimate supercar into a girl’s shopping cart? So what would you choose? Hit 60 mhp in 3.2 seconds in a magnificent orange supercar or in a pink Lambo transformed into a Fiat 500. It’s like choosing between stepping on a rusty nail or having sex with an entire school of Asian teens.
Ok, I won’t bother you anymore and let you take a look at the pics of the Pink Lamborghini Murcielago 670-4 SV. Oh… and don’t be afraid to let us know your opinion about it!

source by mibz

TOP 10: The Most Expensive Cars In The World

Forbes magazine made a ranking of the most expensive cars in the world nowadays. Expensive for your wallet, the “jewels” of this ranking will make you, even for a moment, dream about how you might feel at their steering wheel!
The American financial publication Forbes presented its annual list of most expensive cars in the world. This time, the Koenigsegg Trevita is the top’s champion, with a price of $2.21 million. Bugatti Veyron 16.4 Grand Sport comes only in second place, although it costs $2 million and all copies have been sold. In the third place comes Cinque Pagani Zonda Roadster, with $1.8 million. The cheapest model of this top has a price of $740,000.


Only three Koenigsegg Trevita will be built by the Swedish supercar manufacturer. Despite the fact that they were on the verge of buying Saab, people from Koenigsegg failed to obtain the necessary funding the acquisition, but were content to create Trevita, a special version of CCXR. In Swedish, Trevi means “three white” and the model is only available in the “diamond white ” color. Besides being the most expensive car in the world in 2010, Koenigsegg Trevita is the most expensive car that runs on bioethanol in the world. The Trevita standard varsion, CCXR came seven on the list, and CCX got the eighth position in the Forbes ranking of the most expensive cars in the world.
The fast and powerful production convertible in the world, the Bugatti Veyron 16.4 Grand Sport, came only in second place in this ranking, while the fastest production car in the world is on the last place of the most expensive cars in the world top. SSC Ultimate Aero has been honored as the fastest car in the world in 2007, when he managed to reach a speed of 257.44 mph and there were built only 25 copies.
10. SSC Ultimate Aero has been elected, in 2007, the fastest production model in the world, according to Forbes. Aero reached 257 mph and has no less than 1287 HP, according to information presented on producer’s site. The car is equipped with a computerized control system which checks the tire pressure. SSC Aero costs $740,000
9. Leblanc Mirabeau has a Koenigsegg V8 4.7-liter engine that delivers 700 HP and allows the car to reach 230 mph. Leblanc Mirabeau costs $765,000.
8. Koenigsegg CCX reaches 60 mph in 3.2 seconds thanks to generous V8 engine that ensures the car with 806 HP. The car is stopped with the help of the carbon ceramic brakes and has a tag of $1.1 million.

7. Koenigsegg CCXR is the first car considered “green” and it is equipped with a 4.7 liter turbocharged engine that can deliver from 806 to 1018 HP, for the E85 version. CCXR reaches 60 mph in 3.1 seconds and a top speed of 250 mph. Koenigsegg CCXR costs $1.3 million.
6. Maybach Landaulet has a turbocharged V12 engine that ensures 604 HP and can hit a top speed of 155 mph, the limousine’s price is $1.4 million.
5. Lamborghini Reventon was produced in only 20 copies and costs $1.42 million.
4. Lamborghini Reventon Roadster reaches 211 mph thanks to the V12 engine of 650 HP and costs $1.56 million.
3. Pagani Zonda Cinque Roadster uses a Mercedes engine of 678 HP, can reach 60 mph in 3.4 seconds. Car price is $1.8 million.
2. Bugatti Veyron 16.4 Grand Sport was produced in only 150 copies. The supercar reaches 232 mph thanks to the V16 engine and it has a tag of $2 million.
 1. Koenigsegg Trevita ranks first in this to because it will be a very expensive car, produced in only 3 copies. The engine, which provide 1018 HP, propels the car in the top of the ranking for the price of $2.21 million.
 source by mibz

Lamborghini Reventon Roadster For Sale, Copy #01 – A Bargain: 1.5 Million Euros

The first copy of the fabulous Lamborghini Reventon Roadster was put on sale by a luxury car dealer in Madrid, The Motor Sport Collection. And the car has an exact price: 1,465,517 euros.
In other words, almost 1.5 million euros for a the copy number one of a series limited to only 15 cars – even less than the 20 copies of the Lamborghini Reventon’s coupe version.
The features of this car include the Reventon Congregation special paint(a mate gray, with metallic particles), many carbon fiber elements, both outside and inside, or LCD displays with driving informations.

2011 Porsche 911 Turbo S - First Drive Review

Yet another 911 variant, with still more improvements 

With 500 hp, the Porsche 911 Turbo is not exactly anemic. But Porsche has never seemed to like the concept of enough, so the company has rolled out the 530-hp Turbo S. We’re not complaining.

Five years after the last, 996-based 911 Turbo S, Porsche is resurrecting the model as a flagship for the 911 range, at least until an updated GT2 arrives later this year. Unlike that car or the naturally aspirated GT3, the Turbo S is actually quite luxurious. It offers all the comfort features of the regular Turbo, to which it adds its own special leather upholstery. We were more interested, however, in changes to the hardware. All the goodies we recommend you choose on the regular Turbo are standard here: the dynamic engine mounts, Porsche’s brake-based torque-vectoring system, ceramic brakes, and the Sport Chrono package, which also nets you launch control. Porsche has included a beefed-up version of the ultra-quick PDK (dual-clutch transmission) with new, proper shift paddles. The six-speed manual that’s standard on the Turbo is not available here.
Traditionalists undoubtedly will be saddened by the lack of a third pedal, but it’s a logical decision in the quest for maximum performance. The PDK’s extra weight and parasitic losses from its wet clutches are compensated for by its quick shifts. Acceleration figures from PDK-equipped models have proven to be superior to those achieved with a traditional manual gearbox. In Germany, logic usually wins.
The Turbo S’s 530 hp are available between 6250 and 6750 rpm. The added power is achieved through different intake-valve timing and increased turbo boost pressure. Maximum torque is rated at 516 lb-ft, which happens between 2100 and 4250 rpm. The Turbo S torque figure can be matched by the regular Turbo, but only when that car is equipped with the Sport Chrono package; it allows for a short overboost for up to 10 seconds, increasing boost from 11.6 psi to 14.5. The latter is the standard pressure on the S.
We can assure you the changes are effective. Throttle response is even quicker, and the engine pulls more strongly at high rpm. It is also louder, which underscores the nature of this beast. The altogether slight but noticeable performance gain translates into hard numbers. Porsche says 60 mph comes in 3.1 seconds for the coupe and 3.2 seconds in the cabriolet, 0.1 second quicker than its estimations for the respective versions of the regular Turbo. We’ve already clocked a Turbo coupe sprinting to 60 mph in a downright blistering 2.9 seconds, so it seems Porsche is being its usual underestimating self. We figure the S will match our 0-to-60 time for the Turbo and improve by about 0.1 second in the quarter-mile, to 10.9 seconds. Top speed of the Turbo S increases from a claimed 194 mph to 195. As far as straight-line acceleration is concerned, the Turbo S provides one of the grand experiences in motoring today, and to say it pulls hard would be an epic understatement. The base model is sometimes eerily quiet, but the S never conceals its nature. Ever.
Beating the Odds against Physics
We were just as impressed by the S’s capabilities during cornering, aided by the new Porsche Torque Vectoring (PTV) system. The 996 and the 997 displayed a hint of understeer when initiating a turn on slippery surfaces. The torque-vectoring system, which applies the brake on the inside rear wheel, eliminates the minor push entirely. The car gets slightly modified front-suspension geometry, giving it more precise steering feel and making the 911 Turbo S seem almost like a mid-engine car. Porsche says lap times on the Nürburgring have improved from 7:39 for the regular Turbo to 7:37. We have no reason to doubt this claim. Speaking of speed and racetracks, quick pit-stop wheel changes are facilitated by the central-locking “RS Spyder” wheels.

Although a mid-engine car is by design dynamically superior to a rear-engine car in most disciplines, the traction of the all-wheel-drive Turbo S, which stands on 235/35ZR-19 front and 305/30ZR-19 rear Bridgestone Potenzas, is simply unbelievable. It’s further enhanced by the dynamic engine mounts, which create a firm link between engine and body as needed. But we’d still probably prefer some of its mid-engine competitors at high triple-digit speeds, where the 911 requires keeping both hands on the steering wheel.
Porsche says 30 to 40 percent of Turbo customers upgrade their cars with the aggressive carbon-ceramic brakes. Fade and wear are greatly reduced versus cast-iron rotors. We like the fact that the carbon setup is included on this model. Its hard-biting response fits the sharpened character of the Turbo S and gives a feeling of absolute control.
Sport Plus More Sport
The Sport Chrono package has really grown on us, managing to change the personality of the car at the press of a button. In sport mode, the chassis is stiffened by way of the active suspension, the PDK shifts later and more rapidly, and the stability-control system intervenes later. Throttle response is quickened, the engine computer switches to a hard rev limiter, and the traction-management system sends more power to the rear. Sport provides a noticeable difference from the standard program, which upshifts very early and generally does a great job camouflaging this car’s wickedly aggressive character.


But to unleash the Turbo S’s full potential, you need to hit the “sport plus” button. It’s the ultimate escalation. The PDK gives up trying to “learn” your driving style, instead shifting late and hard. Seventh gear, which exists solely for fuel economy, is abandoned entirely, and the engine is recalibrated with more aggressive response from the variable turbocharger’s dynamic blades. The ride stiffens considerably in sport plus mode, and you notice every bump, but the car feels positively glued to the asphalt. This program is so extreme that many drivers probably would get weary if they couldn’t switch it off. But it is awesome.
The new Turbo S’s competitors include the Audi R8 V-10, the Ferrari 458 Italia, the Lamborghini Gallardo LP560-4, the Mercedes-Benz SLS AMG. And, of course, Porsche’s own 911 Turbo, which the Turbo S will exceed in price by about $26,500 in coupe and convertible forms. As you start adding options to a regular Turbo, the Turbo S quickly starts making sense. “It’s really quite a bargain,” said a Porsche spokesman. That’s definitely one way to look at it.
 source by carsanddriver