First Drive: 2009 Porsche 911

A more perfect union of engine and gearbox

Consider the 2009 911 a brand-new car, even though the basic structure remains essentially the same as the outgoing model's. Two entirely new and more powerful engines and a new twin-clutch automatic transmission are the major refinements to Porsche's 45-year-old model, but there's much more to the transformation than the powertrains.

Suspension, brakes, lighting, interior and exterior styling all were massaged for the Carrera and Carrera S, and the process has resulted in the best 911 yet. We drove both models on a drizzly day over autobahn and narrow German back roads, and all we could do at the end of the drive was shake our heads in admiration: They've done it again. They've built a better 911.

Arriving at North American showrooms in September, the lineup is a base Carrera Coupe, outfitted with a 3.6L, 345-hp boxer six and mated to a revised six-speed manual, at $75,600. The base Cabriolet and Carrera S Coupe, which is powered by a 3.8L six with 385 hp, are both $86,200, while the Carrera S Cabriolet is $96,800.

Both models boast more power, bigger brakes, more athletic suspensions, and a clean and classic exterior rehabilitation, but arguably the most significant aspect of the oh-niners is Porsche-Doppelkupplungsgetriebe (say PDK to avoid lingual strain), the new twin-clutch gearbox that replaces the generally unloved Tiptronic S.

Built by ZF, PDK has a three-shaft configuration that's more compact than Tiptronic, lighter by 22 lb, and so slick in operation there's no auxiliary cooler even though less gearbox oil is used to reduce internal drag. Airflow is all that's required to keep the oil at optimum temperature, though a separate oil chamber, cooled by a small heat exchanger, is used to lubricate the two wet clutches that give the gearbox its name. One clutch handles the odd gears, 1-3-5-7, and the second engages 2-4-6. PDK offers a range of shift strategies within its software, from a total consumption-optimized approach to one that gets the most out of the powertrain, but either way the gears change more quickly, by up to 60 percent when the car is fitted with optional Sport Chrono Plus.

When asked to lope along, PDK reaches the taller gears in less time and culminates in an especially economical seventh gear. When the driver goes to the whip, acceleration is optimized by exploiting the rotary mass's energy during upshifts and by eliminating the interruption of tractive force. In the sport modes, downshifts are accompanied by a rev-matching blip of the throttle, and kick-down will drop top to second gear without visiting any of the intervening ratios, and without any noticeable passage of time.

Especially welcome are the steering-wheel mounted switch-like paddles -- push to change up, pull to shift down -- that replace Tiptronic's cheesy plastic buttons. They're fixed just above the new three-spoke steering wheel's two lateral arms, which makes it easy to keep track of their placement when cranking through corners. As before, automatic or manual modes are chosen by repositioning the console-mounted shift lever, which also offers push/pull gear selection.

Lifted from this source: www.motortrend.com

5 Electric Cars You Can Buy Now

With gas prices soaring, plugging in has its appeal. But there are trade-offs: high costs and low speed.

By: Peter Valdes-Dapena, http://money.cnn.com

Tesla Roadster

Cost: $109,000

Charge time: 3.5 hours

Range: 220 miles

Top speed: 125 mph

The Tesla Roadster, which recently entered production, is probably the best known electric car in America. The company's president has called it "the only production electric car for sale in the United States."

There are several other electric car companies that would differ with him on that point, but those other vehicles are either limited to speeds below 25 miles per hour or have fewer than four wheels, making their status as "cars" somewhat debatable.

With a full set of wheels and a claimed top speed of 125 mph, there's no question this two-seat convertible is a real car. Tesla also boasts an amazing 220-mile range on a full charge as measured in EPA fuel economy tests.

Meanwhile, the charging time claimed by Tesla is less than half that of other electric vehicles, thanks to advanced lithium-ion batteries -- which do account for much of the car's high cost.

But even gasoline-powered two-seat soft-tops are luxury toys, not daily drivers. Tesla promises it is working hard on a more moderately priced four-door model for driving's other half.

GEM Car

Cost: $7,000 to $13,000

Charge time: 6-8 hours

Range: 30-40 miles

Top speed: 25 mph

The GEM car, from Chrysler's Global Electric Motorcars division, is more typical of what's available to today's average consumer.

It's a small, lightweight vehicle that can go up to 25 mph. It can go just a little faster on a downhill grade, but the electric motor automatically steps in to slow it down.

The 25 mph top speed is a matter of law, not engineering. "Low Speed Vehicles" (LSVs) like the GEM don't have to meet the same safety requirements as faster cars. They can only be driven on roads with speed limits below 35 mph, so highways and even faster surface arteries are off limits.

But 25 mph is still adequate for many daily commutes and around-the-town errands. In many gated communities, you're not allowed to go any faster, anyway.

Like most low-speed vehicles, the GEM has three-point safety belts and uses laminated safety glass for its windshield. It has a range of 30 miles on a six-to-eight hour charge, the company says.

The GEM still sells mostly to fleet customers. It's available in versions with seating for two, four or six and with a flat bed or with a literal trunk.

Dynasty iT Sedan

Cost: $14,000 to $25,000

Charge time: 6 hours

Range: 30 miles

Top speed: 25 mph

Dynasty Electric Car Corp. is a company in transition. The Canadian electric car maker was recently bought by a Pakistani auto company, and its North American manufacturing facilities are being transferred to Pakistan, a company representative said.

Right now, Dynasty has only a few cars available in the U.S., but more should be available once factory production is up and running again.

The Dynasty iT sedan has a two-speed transmission and halogen headlamps. It has an aluminum frame and a fiberglass body, and it can go up to 25 mph.

ZENN

Cost: $16,000

Charge time: 6-8 hours

Range: 30-50 miles

Top speed: 25 mph

The ZENN (Zero Emissions, No Noise) is available with a sunroof, a stereo and air conditioning. (For a limited time, the company is offering free AC.)

Its maker, ZENN Motor Company Inc., claims its energy efficiency is equivalent to a gasoline-powered car getting 245 miles per gallon.

The Toronto-based carmaker recently announced plans for a highway-capable auto to go on sale in the autumn of 2009.

Zap Xebra

Cost: $11,700

Charge time: 6 hours

Range: 25 miles

Top speed: 40 mph

Technically speaking, the Xebra isn't a car. That's because it has only one front wheel, which makes it a motorcycle even though it can amazingly seat up to four.

And as a motorcycle, it can go faster than 25 mph without having to meet the heavy-weight safety requirements of a real car. But with a top speed of 40 mph, the Xebra still isn't suited to highway driving. It can go 25 miles on full charge.

The Xebra is made by California-based electric vehicle maker, Zap, but it's manufactured in China. It's available with leather seats and a CD player.

Lifted from this source: http://money.cnn.com.

Running with Pilgrim: More laps in the 2009 Cadillac CTS-V by Kyrill Ougarov http://blogs.motortrend.com

The Nurburgring-record-setting silver 2009 Cadillac CTS-V is now making its way across the country on a barnstorming tour of sorts. Its latest appearance was at an enthusiast event at the Auto Club/California Speedway in Fontana, Calif., put on by Cadillac tuner D3 Research & Development. Yours truly managed to sneak a few ride-along laps in the 7 minute 59.32 second Caddy.

This CTS-V is virtually stock. The only non-production items being the bolt-in harness bar (GM says it's attached in a way that doesn't improve rigidity), race seats, test equipment, and fire system. In all, about 20 pounds extra. It's also equipped with a rear differential cooler, a dealer-installed accessory that's unnecessary for the street but recommended for track use.
uto Club Speedway's 1.4-mile infield roadcourse is no Nurburgring. It's not even the "Lutzring" at GM's Milford Proving Grounds in Michigan on which Motor City Blogman Todd Lassa got his laps with John Heinricy behind the wheel. But it is not a bad track either, with a few good curveball corners and a pair of straights on which to pick-up speed. The pilot for the ride was Andy Pilgrim, who drives the Cadillac CTS-V R in the Speed World Challenge series.

Despite having never driven the course or a '09 CTS-V before that morning, the veteran Brit was putting in scorcher laps, topping out at around 130 mph on the track's main straight. The car never stepped out on him, kept its balance, and compliantly transitioned from corner to corner. And this is a two-ton luxury sedan, not a sports car.

Pilgrim commended the car for its balance, quietness, phenomenal power, and superb brakes. He said that when he got into the driver's seat, he "felt immediately like a part of the car" and that overall, it was a "great place to work." He said it compared favorably to competing German offerings, its key advantage being its balance.

The passenger's thoughts? Two thumbs up and a stupid grin.

Read more on Motor Trend.

2010 Ford Fiesta Review by Paul Eisenstein, Executive Editor www. TheCarConnection.com

This is the face of Ford’s future.

For months, we’ve been teased with images of the troubled automaker’s Verve concept. Now, however, we’re getting a look at what Ford’s new global small car really will look like.

The three-door, shown here, is one of at least three different Verve variants that will begin fanning out to markets around the world, starting next year. European buyers will be offered this and a five-door hatchback, while a four-door sedan version is being styled up for China and the United States.

There’s also a strong possibility that U.S. buyers could get this three-door, Ford marketing czar Jim Farley tells TheCarConnection.com, based on the results of a series of consumer clinics.

The European introduction is scheduled for later this year, hence Fiesta’s much-heralded reveal at the 2008 Geneva Motor Show. China will get its subcompact about a year later, but the American debut is being held back until 2010.

“We need 24 months to figure it out,” concedes Farley, who joined Ford, last year, after a long stint with Toyota . He admits that there is a “thermonuclear war” underway for the hearts, minds and pocketbooks of the young buyers who will make up Fiesta’s core market.

There are several reasons to pay particular attention to Fiesta. For one thing, it marks the beginning of a worldwide transformation at Ford, which will now rely heavily on its European design and engineering operations to help craft its future products. Fiesta will be the first of these global models, though plenty more are in the pipeline.

For buyers, what will matter more is that this won’t be the typical, bare bones subcompact. Ford promises that Fiesta will be a surprisingly lavish and well-equipped model – and for that you should expect to pay at least a modest premium over some of the segment’s truly entry-level offerings. (But, Farley stresses, Fiesta should still come in at a sticker price under that of the bigger Ford Focus.)

Look for some of the more compelling touches first seen on the Verve concept car, along with some features normally only found in larger, more up-market products. That includes safety equipment such as front, side and curtain airbags, and even a driver knee airbag, electric power steering, a MacPherson front strut/twist beam rear suspension and, Ford promises, excellent driving dynamics.

For all global markets, the Fiesta engine lineup will include five powerplants: two gas engines, a 1.3-liter and a 1.4-liter four, and three diesels, topped by a 1.6-liter diesel four with 85 hp. A five-speed manual and a four-speed automatic are the transmission choices for European customers.

Inside, the Fiesta’s styling theme is based on the look and feel of mobile phones, Ford says. The audio system in particular is integrated into the whole center stack, with separate areas for the volume, the display and the electronics, which Ford says frees the stylists’ hands. The European Convers+ system incorporates a large center screen with buttons for audio, phone and vehicle settings — and seems like a natural spot for Ford to integrate its Sync system when the Fiesta makes it to the U.S.

Other features on the Euro Fiesta include Bluetooth connectivity; a capless fuel refiller; a telescoping steering wheel; and special ambient lighting.

Ford sold a Fiesta in the U.S. from 1978 to 1980. Since then, the minicar has been one of Europe ’s favorites. In Europe the Fiesta goes on sale late in 2008. Ford says by 2010, versions of the new global small car will be sold on every continent except South America and Antarctica .

European Fiestas will be built in Spain and Germany; North American plans have yet to be announced, though it seems likely the automaker will opt for a low-cost factory, such as its operation in Hermosillo, Mexico.

Read more on 2010 Ford Fiesta.

2009 Audi A4 by Marty Padgett, Executive Editor www.TheCarConnection.com

Audi’s new station wagon, the A4 Avant, gets its world premiere in two weeks at the Geneva motor show. And when the new wagon bows, it will bring a new “high-powered, four-cylinder turbocharged engine” to the party, according to information released by Audi.

This fall, both the new-generation A4 sedan and the A4 Avant arrive in the U.S. And while the sedan also will offer a 265-horsepower version of Audi’s 3.2-liter V-6, the Avant wagon arrives only at launch with the new four-cylinder, Audi noted in its release.

In other markets, there will be smaller gasoline and diesel engines offered, among them a 240-hp 3.0-liter turbodiesel six.

Six-speed transmissions will be offered and quattro will be standard on U.S.-market Avants, Audi confirms.

Audi says its Avant will be the most successful premium wagon in its class. With the new generation, the Avant inherits the deep grille, sweeping roofline and the somewhat controversial interior styling of the new A4 sedan. Inside, the new cockpit adopts the styling of the A4 sedan and the new A5/S5 coupes, with a deep binnacle shading a touchscreen interface.

Audi also promises better functionality with the new Avant. A new suspension design on the sedan and wagon translates into better weight distribution, while the reconfigured proportions of the vehicle mean shorter front overhang with a longer wheelbase. The new wagon sits more than 4.7 inches longer than the previous version, though it’s 10 percent lighter and more rigid than before, Audi says.

With a cargo hold of up to 50.5 cubic feet, Audi says its wagon is the best carrier in the class that also includes the small wagons from BMW and Mercedes-Benz. A split-folding rear seat is standard, while a power tailgate is a new option.

Safety features include curtain airbags for both rows of riders; anti-lock brakes, stability and traction control. Features such as a rear parking assist; a lane-departure warning system; and a blind-spot detection system will be available as options, as will adaptive cruise control.

Other options will include Audi’s navigation system, bundled with the multimedia interface (MMI); iPod connectivity; Sirius satellite radio; a panoramic sunroof; and in some markets, a Bang & Olufsen audio system.

Stay tuned for more on the new A4 Avant as TheCarConnection.com reports live from the Geneva auto show on March 4 and 5.

Read more on 2009 Audi A4.