Rumor: 2012 Porsche Cayman Clubsport headed for LA Auto Show

According to Porsche enthusiast site Planet-9.com, a hardcore version of the Cayman, dubbed CS or Clubsport, will be shown at this year's Los Angeles Auto Show in December. This isn't the first time we've heard rumblings of a lighter, more powerful Cayman, but now that Porsche has successfully launched the Boxster Spyder, it's only fitting that the same sort of package be offered on its harder-core hardtop sister.

Expect the Clubsport to produce around 333 horsepower from its 3.4-liter flat-six, an increase of 13 hp over the Cayman S. From there, lightweight 19-inch wheels will be standard, as will fabric door pulls, aluminum body components and a slightly revised front fascia that we've seen on the Boxster Spyder. Obviously, the real goal with a Clubsport model is lightness, and Planet-9 reports that the CS should be about 162 to 184 pounds lighter than the stock Cayman S.

If the LA Auto Show reveal stands true, the Cayman CS should be hitting the road sometime in 2011 as a 2012 model, priced from around $66,300. Fingers crossed, everyone.

[Source: Planet-9]

Maserati Quattroporte gets served up Novitec Style.

Anytime German auto tuner Novitec gets its hands on an exotic car you know that good things will happen. They’ve done multiple Ferrari’s, Audi’s, Porsche’s and BMW’s along with just about every other high-end manufacturer out there, and with this they’ve managed to build a reputation as one of the best exotic car tuning companies in the business. It now seems Novitec has gotten the bug to play with Maserati’s as it has just released a complete package for the Quattroporte S and Sport GTS.

By supercharging the engine from the Maserati GTS Novitec has managed to increase power from a base of 440 hp to a whopping 600 hp. This means 0-60 times of just 4.5 seconds and a top speed of around 195 mph. Also keep in mind that this is still a big 4 passenger grand touring car. For $36,000 you get one supercharger, water-cooled inter-coolers, reinforced V-ribbed belts, fuel injectors and everything else you’ll need to make your once fast Maserati a whole hell of a lot faster.

Source: Motorator.com

Review: 2010 Mitsubishi Lancer Sportback Ralliart

There has always been a glaringly obvious gap in Mitsubishi's current Lancer lineup. On the bottom is the... Lancer, a biggish-for-its-class economy car that no one particularly likes – at least that's what the sales charts would indicate. It's slow, filled with cheap plastics and dull. It hasn't even proven to be all that reliable by Japanese small-car standards, but at least it looks good. At the top of the heap and on a wholly different plane sits the Lancer Evolution. It's the giant-slayer, David, the little car that humbles supercars. It's also the hottest of the rally-inspired all-wheel-drive turbocharged pocket rockets. The Evo's only real competition is the Subaru WRX STI and, let's be honest, the Evo has been the better car for years now (Subaru has just updated its warrior for 2011, so a new comparison is in order). Its handling is more precise, yet at the same time more insane. The Mitsu is rawer, rougher, tougher and most importantly faster, even though it's down half a liter on the WRX STI in terms of displacement. Don't read this wrong, the STI is a fine backroad killer. But the EVO is more homicidal.

It looks like a toned down Evo, which is exactly what Mitsubishi wants you to think.
Back to that gap. In the middle of its arch rival's portfolio has long lived the WRX, Subaru's Goldie Loxian sportster, which is very fast, very nimble, but very well priced (it still starts at under $25,000). The WRX has long threaded the needle between excellent all-around performance and the customer not being able to afford a higher monthly payment. Subaru, therefore, has sold a ton of them, for not only does the WRX offer all that power and rally-bred oomph at a low price, it can be had as a wagon. Mitsubishi had nothing until this year, when the Japanese industrial powerhouse brought over two new flavors of its hopped-up Lancer, the Ralliart and the Ralliart Sportback.

Today we're taking a look at the supposedly more practical of those two additions, the five-door Sportback. When the pictures of the Lancer Sportback Ralliart started spilling onto this here internet, Yours Truly was especially excited. The main reason being that for the past eight years, I've owned a WRX wagon in one form or another. Biased? You could say that, but at that same time, I've been driving Evos against STIs and have remained aware (perhaps painfully aware) that the Evo is the sharper blade. Perhaps, then, the Sportback Ralliart could be my next fast and furious wagon, or at least go wheel-to-wheel with its competition from Fuji Heavy Industries?

The Sportback is most certainly that: Practicality has been traded away in favor of a devilishly raked rear liftgate that's almost comical. One could argue that the point of a five-door (you can argue amongst yourselves where a hatchback ends and a wagon picks up) is its versatility and cargo-swallowing capacity. Of course, we should point out that despite appearances, the Sportback Ralliart offers nearly 47 cubic feet of stowage, whereas the WRX gives you just 44. Specs not withstanding, our empirical observations suggest that it's easier to pack junk into the Subaru than it is the awkwardly proportioned Mitsubishi. That sharply sloping piece of glass will get your bigger bags almost every time.

As far as the rest of the car is concerned, it looks like a toned-down Evo, which is exactly what Mitsubishi wants you to think. Which is fine, as in many ways, the Sportback Ralliart is exactly that. Viewed from the front, you can plainly see that the tires are thinner, the intercooler is smaller and schnoz less aggressive. Viewed from the side, you can see the sills look a little tacked-on. Speaking of tacked-on, just imagine how strange the Sportback would look if you were to unbolt its rear wing – somewhere between the old Mazda 626 Touring and the Sterling 827? Of course, beauty is in the eye of the beholder.



What's not in anyone's eye is the drab interior that Mitsubishi stuffed into the Sportback Ralliart. Filled with greasy plastics and almost no design of interest whatsoever (just look at the radio), the interior is where the Sportback Ralliart's econobox roots are most painfully apparent. The bargain-basement Lancer starts at $14,790 and features the exact same dash. Don't feel too bad, however, because unless you opt for the navigation system, the $33,590 EVO also comes with that same radio. You could make the argument that cheapo interiors are endemic to go-fast economy cars stuffed to the gills with fancy performance parts – the WRX's cabin is hardly a gift, after all. But then how to explain the Volkswagen GTI? Point is, overly and overtly lousy materials are no longer defensible in a car that starts at $27,590 plus delivery.

At least Mitsubishi gets the important bits right, and we mean really right. The paddle-shifters, for instance, are excellent, being big, metallic (magnesium, actually) and column mounted. There are lots of supposed luxury sports car out there that could only wish for such fine paddles. Then there's the meaty leather steering wheel and equally stout gear shifter. These are the sorts of materials required in a proper performance car. The metal-capped pedals are also quite nice. Again, the parts that matter for driving are, in fact, excellent.

There are a few buttons we have to mention before moving on. The first is the lonely looking AWC button. AWC stands for All-Wheel Control and pushing it changes the way the active central differential routes torque to the four wheels. Your choices are Tarmac, Gravel and Snow. We tried the different AWC settings in Gravel (we tested the car in Palm Springs and Los Angeles, so, sorry, no snow) and the grip does seem better on those types of roads with the setting engaged. That said, it was worlds more fun running Tarmac on a bunch of loose rocks, as the Sportback Ralliart slid around nicely under hard acceleration.

Then there's the SST selector, which will seem quite familiar to those of you who enjoy Guitar Hero, as it's the same as the little thingy you strum. This paddle switch changes the TC-SST dual-clutch six-speed transmission from Normal to Sport. As you might imagine, Normal is a laggard mode tailored for smoothness and fuel economy, where the transmission will happily shift itself up to sixth gear by the time you crest 40 mph. Sport is a pretty good middle ground, as the engine revs higher before the transmission changes gears. Unlike big-brother Evo, Sportback Ralliarts don't feature S-Sport mode, which would provide still higher revs before shifting. However, even in Sport, the TC-SST doesn't seem to shift at high rpm. Instead, you just buzz around near redline. Our preferred choice was to select Sport, but then do all the shifting ourselves via the sweet paddles. Either way, mileage is pretty bad – despite the EPA suggesting that you'll hit 17 miles per gallon in the city and 25 out on the highway, expect high teens combined if you're having any fun at all.



Speaking of redline, this is a buzz-box of an engine. Fitted with a turbocharger, the 4B11T 2.0-liter inline four-cylinder is capable of producing 237 horsepower at 6,000 rpm and 253 pound-feet or torque at 3,000 rpm. The torque is most noticeable, as the Sportback Ralliart simply surges when you whack the go pedal. Not only does it feel like it's surging, it sounds like it, too. If shrieking four-bangers are your thing, you're going to love it. If not, you will notice that Mitsubishi sure didn't waste any money on soundproofing. Obviously, compared to the 265-hp WRX, the Ralliart is down in the horsepower department.

Worst of all, it feels it. While the initial take off is potent – brutal even – things seem to slow down a bit once you get above 45 mph. Now, while it still sounds like you're going faster as the engine keeps screaming and screaming, brazen, tire-shredding acceleration is not the Sportback Ralliart's forte. Case in point, the weirdly quick WRX can hit 60 mph in 4.7 seconds (with an outlet or two clocking it at a silly 4.5), whereas the Sportback Ralliart takes a relatively leisurely 5.5 seconds to do the deed. Quick, sure, but not crazy quick.

If speed isn't the Sportback Ralliart's biggest virtue and selling point, surely handling is. And it is, to a point. Turn the wheel, and you're instantly filled with the sense that there's a whole lot of rally-heritage packed into the chassis. And there is. The chassis and most of the suspension pieces are from an Evo, though not the current one. The all-wheel-drive system in fact comes from the last generation Evo IX. Less pricey tires, too. The result is that while the car feels like a rally monster and consequently you feel like a rally hero, the limits are in fact pretty low. We imagine the sheer volume of noise in the cabin has something to do with this seeming conundrum.

Here's an example: You're hooning along your favorite road and here comes that one decreasing radius, rising elevation turn you know like the back of your Pilotis. You downshift, you turn in, you modulate the throttle, and man, listen to them tires squeal! Thing is, if you weren't so preoccupied with the task at hand, a quick glance down at the speedometer would reveal that you're not moving nearly as quickly as you thought you were. Lack of grip and a preference for understeer are the Sportback Ralliart's biggest handling shortcomings. Put another way, if numbers matter to you (skidpad, lap times), look elsewhere. However, if you just want a little wagon that feels great when the going gets twisty, this one isn't so bad.



While certainly not a bad car, the 2010 Mitsubishi Lancer Sportback Ralliart is a compromised vehicle. In strict terms of the competition, I like it more than the twitchy MazdaSpeed3 but less than a Subaru WRX. While the Mazda has more power, the Mitsubishi's smart AWD system (last generation or not) lays the power down in a much more competent and satisfying way than the Speed3. The WRX, however, smokes the tires off of both. While the WRX is not the shockingly capable canyon carver it once was (blame the long travel suspension and re-packaged rear introduced in 2008), the Sportback Ralliart comes up short. Initial turn-in feels better, but that's about it. And the not-so-great WRX interior is actually a nicer place to sit. Then comes the real head scratcher: the price. More than $31,000 as tested for Sportback Ralliart is starting to creep dangerously close to Evo/STI territory. And the STI comes as a five-door...

BMW Recalls 5 Series And 5 Series GT

Do you drive a 2010 or 2011 BMW 5 Series or 5 Series GT? If so, you’ll be hearing from BMW in the very near future, as all models of 5 Series cars are being recalled. At issue is a fuel level sensor which can get stuck on the inside of the fuel tank, indicating a higher level of fuel than the car actually has. Drivers can unintentionally run their vehicle out of fuel, increasing the risk of accident, especially in traffic. No accidents have been reported to date.

Motor Authority reports that approximately 6,100 vehicles, having build dates between January 12, 2010 and July 1, 2010, are affected by this recall. BMW has yet to announce recall dates or a specific fix, which will likely involve replacing the fuel tank level sensor.

Rumor: Mazda Working On Next Generation, Forced-Induction RX-7

If you’re an automotive journalist who’s also a gear head, it’s easy to despair over all the news coming from manufacturer’s these days. Like them or not, we’re about to be force fed a steady diet of hybrid automobiles in every shape, size and configuration. Don’t get me wrong, I’m not anti-hybrid; they have their place in commuter cars. I AM anti-hybrid when it comes to building an enthusiast oriented sport sedan. I don’t want the added weight, complexity or cost of a hybrid drivetrain, especially when the increase in fuel mileage is only 10 to 20 percent.

So with that in mind, I really hope the latest rumor about Mazda, as reported on Autoevolution, is true. Sources at Mazda report work on a turbocharged variant of their Renesis rotary motor, for use in a new sports coupe dubbed the RX 9. The best news is that we’ll see the car as soon as 2013, and it appears that Mazda is taking it in the pure-sports-car direction of the last generation RX-7 Turbo.

There are some significant hurdles to overcome, including lowering emissions from the Renesis motor (now out of production in the EU because of stricter environmental regulations) and boosting the Renesis’ dismal fuel economy. Mazda has tricks up their sleeve to address these failings, but they’re not providing many details. An inside source reveals that Mazda is working on electric turbocharging as a way to reduce emissions, which will need to meet even stricter standards in the EU by 2014.

ICONIC Motors announces production of AC Roadster to start in 2011

Most small American supercar companies don't seem to have the best of luck, which is why we were somewhat skeptical when we first heard of ICONIC Motors. The concept was impressive if not somewhat unbelievable – a lightweight roadster with an aluminum 6.9-liter V8 putting out 800 horsepower with design cues inspired by the legendary Shelby Cobra. The GTR, as it was then named, made its debut at the 2008 Amelia Island Concours, and we got our first look at the car at the New York Auto Show shortly thereafter.

We haven't heard much from ICONIC since then, but apparently the company has been quite busy finalizing the production version that includes a few design changes from the original concept. In the last two years, ICONIC has also formed a partnership with AC Cars, and the car has officially been renamed the AC Roadster. ICONIC has scheduled a 2011 release date for customer cars and states that they currently taking orders.

[Source: ICONIC Motors]

2011 Volkswagen Jetta Details Released

There’s good news for fans of VW’s perennial favorite sedan: the 2011 Jetta gives you more style for less money. The 2011 model boasts distinctive new exterior styling and has grown nearly four inches in length compared to the 2010 model. The interior hasn’t changed much since 2010, but that’s not a bad thing since VW routinely receives praise for interior comfort and quality. The best news? The starting price for a base 2.0 liter Jetta will be a miserly $15,995.00.

Buyers in the U.S. will have a choice of four motors, starting with the base 2.0 liter four, which produces 113 horsepower and yields a zero to sixty time of 10.3 seconds with a manual transmission (11.3 seconds with the automatic). Fuel economy for the 2.0 liter motor is rated at 34 mpg for the manual and 32 mpg for the automatic. Top speed, which most Jettas equipped with this motor will never see, is 120 miles per hour.

Next up is the 2.5 liter five cylinder, derived from the V10 used in the Lamborghini Gallardo: it makes 168 horsepower and will hit sixty in 8.0 seconds with the manual gearbox and 8.5 seconds with the automatic. Fuel economy is still reasonable at 33 mpg highway (manual transmission) and 31 mpg highway (automatic). Top speed for the five cylinder is listed as 125 mph.

The motor favored by those who like driving will be the 2.0 liter, four cylinder turbo. Rated at 197 horsepower, the forced induction four will see sixty in 6.7 seconds with the manual transmission or 6.8 seconds with VW’s outstanding DSG gearbox. Fuel economy is surprisingly good (assuming you don’t hit max boost on every shift), and comes in at 33 mpg with the manual and 32 mpg with the DSG transmission. Top speed is rated at 130 mph.

Finally, there’s the TDI motor that diesel fans know and love. The 2.0 liter turbodiesel makes 138 horsepower, good enough to get your Jetta to sixty in just under nine seconds with the manual tranny, or just over nine seconds with the DSG. Fuel economy , as you’d expect from a TDI, is impressive: the DSG version gets 42 mpg highway and the manual gearbox TDI sees 41 mpg. Top speed is 125 miles per hour.

First Drive: 2011 Subaru Impreza WRX STI

By most accounts, something went awry while Subaru was baking the last generation Impreza WRX STI. Maybe someone slipped in an extra cup of civility or forgot to add enough dashes of hardcore, but what was once little more than a thinly-disguised rally stage escapee had come out of the oven a little weaker than its predecessor. Subaru itself diplomatically admits that the priorities for the last generation STI were somewhat different from the 2011 model. The company stripped the line down to just the five-door hatchback in 2008, stressing functionality over style, and the whole recipe simply felt less focused than what we had come to expect from Japan's all-wheel drive hero.

But that was then, and this is now. The company assures us that for 2011, we can expect a return to the fundamentals that helped establish the STI as a force to be reckoned with. Though the drivetrain remains unchanged, a slew of suspension adjustments and a lower stance have given the STI the ability to hoover up tarmac and gravel stages indiscriminately once again. It isn't a completely new generation – more like a much needed do-over – but the changes are enough to make the 2011 model instantly recognizable from behind the wheel.

If that's not enough to convince you, allow us to direct your attention to the rear of the resurrected four-door body style, dominated once again by the kind of spoiler that could double as a civil engineering exercise. Yeah, baby. The STI is back, and on more than just a wing and a prayer.

In five-door guise, the WRX STI looks much as it did last year. There are a few subtle changes to the fascias front and rear, but otherwise, the body is nearly identical to its ancestor. Buyers and fans alike will be hard-pressed to miss the newest addition to the option sheet, though: the return of the four-door. Subaru hasn't offered the meanest variant of its sedan since 2007, largely because the rally set kept clamoring for a car with a shorter rear overhang. Unfortunately, most American buyers still can't seem to wrap their heads around the concept of a hatch that can get up and go.

Though the base WRX now comes straight from the factory with the same widebody treatment as the STI, you should have no problem picking the more sinister variant out from a crowd. The four-door comes straight off of the boat with an iconic STI rear wing and a smattering of delicious red badges snugged over the grille, fender heat escapes and rear trunk lid. Those with an eye for detail may also pick up on slightly larger 18x8.5-inch wheels and a stance that has been dropped by a marginal four mm. Look closely, and you'll also notice the STI-only Dunlop SP Sport 600 Summer tires, with their gooey Pangaea-sized tread blocks.



Complete with its rear wing, the sedan version of the 2011 STI looks downright menacing. The widebody treatment is easier to spot compared to the five-door version, thanks in part to the bulging rear quarters, and the overall effect is a squat, muscular stance. While the look is a little showy for the less potent WRX, it's right at home on the mighty STI.

Inside, Subaru has included a few tricks to help distinguish its performance trim from the rest of the pack, including leather bucket seats in Limited trim. Just like last year, a few of those sexy STI badges have migrated indoors, situating themselves on the headrests, steering wheel and center console. The designers have removed the majority of the faux-metal trim on the dash in favor of black plastic accents, though the easily-scratched material remains around the shifter. In our experience, the silver-effect trim looks sharp while brand-new, but doesn't stand up to the wear and tear of normal use very well. We would just as soon see it all deleted from the cabin.

As we said earlier, the drivetrain is a direct carryover from 2010, though you won't hear us complain. At 305 horsepower and 290 pound-feet of torque, the turbocharged 2.5-liter flat four-cylinder has no problem mustering up jackhammer levels of commotion. Bolted to an excellent six-speed manual transmission and one very adjustable interpretation of the Subaru all-wheel drive system, the go bits can launch all 3,384 pounds of four-door to 60 mph in a scant 4.9 seconds. Driver's unfamiliar with the turbo Subaru philosophy will likely notice a hefty touch of turbo lag, but it wasn't enough to concern us, especially considering how often we kept the tach pointed due north. Surprisingly enough, the sedan's aerodynamics allow it to carry a top speed of 158 mph – three mph faster than the hatch.

Don't think that Subaru has simply dropped a hotter drivetrain and a reworked suspension into the WRX and called it a day, though. The engineers claim that both the sedan and hatch STI platforms are vastly stiffer than their WRX counterparts, thanks largely to a number of high-tensile steel reinforcements sprinkled through the structure to help it handle the extra horsepower. That means that even if you managed to swap all of the necessary STI hardware into a WRX after the two had left the factory, the latter still wouldn't be as quick as the former around your favorite road course.



In order to help the 2011 STI recoup some of its lost menace, Subaru's engineers fitted the car with front springs that are 16 percent stiffer than the bits found on last year's car. Impressive, sure, but not nearly so eye-widening as the 53 percent stiffer rear coils. As a compliment, the car also wears slightly larger sway bars, too – up one mm front and rear to 21 and 19 mm, respectively. Combined with the slightly reduced ride-height, the whole package is designed to help the 2011 STI retake its throne as a first-class tarmac terror, but the icing on the cake has to be the car's new pillow ball bushings where the front wishbones meet the body structure.

Instead of a traditional rubber bushing, Subaru has decided to go with a steel ball nestled in a metal sleeve. While the sleeve is surrounded by thin strips of rubber to help isolate that cabin from some of the noise and vibrations of the suspension, the ball-in-socket design yields significantly lower amounts of lateral flex, helping to keep the STI's camber and toe in check under extreme driving conditions – the kind of stuff we tend to put a vehicle through on the way to the grocery store.



All told, Subaru says the changes have resulted in a .93 g pull on the skid pad. Not a bad improvement over the .90 g of last year's model. Since we can already hear the rancorous cacophony of fan boy keyboards in full assault over the fact that the 2010 WRX STI Special Edition managed a heady .92 g, allow us to point out that the new version borrows nothing suspension-wise from that model. Furthermore, don't expect to see the same stripped-down, less expensive SE in 2011 guise. The car won't make a return for the next model year.

Spring rates and skid pad numbers are interesting and all, but in the end, we only really care about how well the car scoots around a track. Subaru lined us up with both a 2010 and 2011 model and allowed us to clip off three laps on a small road course with each. The differences were night and day. While muscling the 2010 around the course, we were met with a fair bit of understeer and substantially more body roll than expected in a performance machine of STI caliber, especially given the car's otherwise firm ride. That meant that certain turns required a slower entry speed and our overall lap times were not up to par.



Jumping straight into the 2011, we were immediately met with more settled, planted suspension. The STI relied less on its sticky Dunlops to get around the course than its predecessor, and made us feel like we had more skill behind the tiller than we actually possess. For the first time in two years, the STI felt closer to what we remember from the first-generation bruiser – hard hitting acceleration blended with a sophisticated suspension and brake system.

Given the more aggressive spring rates, you'd expect the 2011 WRX STI to handle like hay cart on speed, but as we spent the better part of an hour slithering up and down the tarmac that clings to the mountains around Aspen, Colorado, we honestly couldn't discern a difference in ride quality between the new model and the old. We're assuming there's some fancy damper work going on here, but no one is saying for sure. The brakes remain colossal units from Brembo, complete with four-pot clamps and 13-inch rotors up front and two-piston calipers squeezing 12.6-inch discs out back. The system is fully capable of yanking your fillings out of your teeth if you get too liberal with the middle pedal. Yes, we love it.



We have to congratulate Subaru for rearming the STI. In a world of ever eroding performance in favor of poseur looks and not much else, the company has done an intelligent job of refocusing the car toward what made it a success to begin with. The big question, of course, is how much is all of that aggressive engineering going to cost you? That all depends on what you want out of life. Subaru will be happy to put you in the four-door WRX STI for a mere $33,995 – a mere $1,000 more than the 2010 WRX STI Special Edition went for in 2010 and a full grand less than the standard model.

Things get a little more pricey when you move to five-door trim, though. If you want the functionality of the hatch, get ready to pony up $35,995. Why the extra coin? Subaru is throwing in those sexy BBS wheels as standard equipment on the long-roof version of the car, a $2,000 option otherwise. The real tragedy of this scheme is that no matter how much you pay, you still can't get them the rollers dipped in the gold paint of the old rally warriors. That is, unless you bust out your own can of Krylon. Maybe next year.

New Subaru Outback Includes Wi-Fi Connectivity Option

One of the advantages of being an automotive journalist is that you can work from anywhere. I’ve written stories in press hospitality rooms (why yes, I will have another donut, thanks), hotel rooms, the passenger seat of press fleet cars and more than one relative’s couch. All you really need is a little solitude and an internet connection.

Subaru will make life easier for us road warriors in 2011, as Wi-Fi connectivity becomes a $499 dealer installed option on Outback models. Subaru will give you the first three months of coverage free, then the service will set you back $29 per month. As with any 3G service, you’re dependent upon the strength of cell tower signals. In other words, when you need it most, your internet connection will probably drop.

Subaru’s Mobile Internet system will accommodate multiple users and has a range of 150 feet from the vehicle. It’s designed to work with any Wi-Fi enabled device, so you can finally justify buying that new iPad. You don’t even have to spring for the 3G version.

Ford to limit 2011 Shelby GT500 production to 5,500 units

We've just gotten off the horn with Ford's SVT performance division, and we've learned that the Blue Oval's hot-rod arm is going to limit production of the 2011 Shelby GT500 to 5,500 units for this model year. According to Ford spokesman Henry Platts, the move is not the result of slow sales, but rather a desire to maintain exclusivity. In fact, sales of Ford's king of the Mustang range have "exceeded expectations," with in excess of 3,300 orders already placed.

The 550-horsepower GT500 has not only been performing surprisingly well in a down economy, it's been going out the door loaded-to-the sills with options. According to Platts, there have been three times as many GT500 coupes ordered with the $1995 glass roof option as compared to the regular Mustang. In the "News That Makes Us Happy" category comes word that a full 68 percent have been spec'd out with the $3,495 performance package (includes 19- and 20-inch painted forged alloys, 3.73 limited-slip, tuned suspension, Gurney flap rear spoiler, etc.), and additionally, 70 percent of all GT500s have been ordered with the $2,340 electronics package (navi, dual-zone HVAC and Sirius/HD radio). With the GT500 starting at an out-the-door price of $49,495 before options, we're guessing that the GT500 is more than carrying its weight for Dearborn's bottom line.

While Ford is limiting total output of the GT500 to 5,500 units for 2011, Platts says the automaker has no plans to dictate how that shakes out in the coupe/convertible bodystyle mix. That said, if you've been fence-sitting on whether to pick up a GT500 of your very own this year, might we suggest that you make up your mind... quickly.


[Source: Ford]

Perana Z-One: An Automotive League Of Nations

What do you get if you cross Italian styling with American V8 power and South African manufacturing? Unless you’ve got a punch line, Answer is the Perana Z-One, which will go on sale in the U.S. through Superformance after its Concorso Italiano debut in August. American buyers will get an allocation of just 99 units, so you probably won’t be seeing one parked outside of your local trattoria any time soon.

Designed by Zagato, the Perana Z-One debuted as a concept at the 2009 Geneva Auto Show. It’s lines are Italian, but I’m seeing influences from both the C6 Corvette and the Dodge Viper Coupe; somehow, the styling just works without being garish. At a starting price below $100,000, Z-One buyers will get to spec their cars with either the LS3 motor (good for 436 horsepower) or the LS7 motor for the Corvette Z06 (good for 505 horsepower). No floppy paddle shifters are planned, so buyers can look forward to rowing their own gears. As you’d expect from a limited production car that closes in on six figures, the interior will feature plenty of leather, Alcantara and technology, including a standard equipment navigation / infotainment system.

I can’t vouch for the South African manufacturing, although both BMW and Superformance have used South African labor for years. I love the idea of Italian style combined with the Corvette V8’s ease of maintenance, so I give this one a win.

2011 Porsche Cayenne Sports V6

The Porsche Cayenne wears many hats. It masquerades as both the automaker's entry-level vehicle and as its flagship turbocharged SUV. Broad-shouldered in stature, one variant can blast to 60 mph in less than five seconds and top 170 mph, while another may be propelled quietly under the emissions-free power of electricity. Regardless of where they rank in the hierarchy, multi-talented Cayenne models are capable of traversing deep streams, towing 7,700-pound trailers and carrying five passengers and their luggage into the hands of waiting luxury hotel valets.

The six-cylinder Porsche Cayenne is hardly the automaker's crown jewel, but it's frequently one of the best-selling models in the lineup. Following on the heels of its more powerful siblings, the entry-level SUV can't hide behind its engine displacement – it must prove itself through luxury, improved performance, fuel efficiency and value.

We just spent a couple days driving the all-new Cayenne in Germany, and unlike two months ago, when we put the flagship Cayenne Turbo and the eight-cylinder Cayenne S to the test at the beautiful circuit and off-road course at Alabama's Barber Motorsports Park, the European venue gave us the opportunity to drive the entry-level Cayenne in crowded city streets and on the wide-open Autobahn. What's under the hood of the six-cylinder Cayenne, and why is it unique? How does it drive compared to its eight-cylinder siblings? Most importantly, how does it compare to its competition? Find out after the jump.

Porsche will offer four different Cayenne models in North American in 2011: Cayenne, Cayenne S, Cayenne Turbo and Cayenne S Hybrid. (We don't get the Cayenne Diesel, but don't get us started.) In typical Porsche fashion, the automaker introduced its top-level models first with the arrival of the eight-cylinder Cayenne S and Cayenne Turbo in May, while the just-released six-cylinder Cayenne (and the Cayenne S Hybrid) won't be unveiled at your local dealership until this Fall.

While the world is just now getting its hands on it, the arrival of the six-cylinder model has been anticipated for some time, but its powerplant specifics have been largely shrouded in mystery. With an all-new Porsche-developed 3.6-liter V6 on the table (recently fitted to the Panamera), the automaker had a choice between its own engine and an updated version of the carryover Volkswagen-sourced 3.6-liter unit. Economics won the battle, so the standard Cayenne will once again share powerplants with the Volkswagen Touareg.



Displacing 3,598 cubic centimeters, the 10.6-degree V6 features an iron block and aluminum cylinder heads. Unlike the all-aluminum 90-degree V6 in the Panamera, the Volkswagen narrow-angle "VR6" powerplant does not have balance shafts (our calibrated rears say the Porsche V6 is slightly smoother). While the Volkswagen variant makes 280 horsepower, Porsche engineers tweaked the tuning and gifted the engine with a new intake manifold to customize it for duty in the Cayenne. The result is a bump to 300 horsepower (at 6,300 rpm) and 295 lb-ft of torque (at 3,000 rpm). Bolted to the back of the engine is Porsche's excellent new eight-speed Tiptronic S automatic transmission sending power to all four corners through an electronically-controlled all-wheel drive system. There is no low range case anymore, as Porsche says the lower gears are sufficient for serious off-road travel. Even with six-cylinder power, the Cayenne is rated to tow the same 7,700-pound trailer as its siblings.

Aside from the missing cylinders, the six-cylinder Cayenne models also wear slightly smaller standard brakes. The fronts are six-piston aluminum monobloc calipers (painted black) on 13.78-inch iron rotors, while the rears are four-piston calipers on 13-inch iron rotors. Porsche's composite ceramic brake (PCCB) system is optional (and obvious to everyone within eyesight with its huge metallic rotors and yellow calipers). Steel springs and gas pressurized dampers are the only suspension offering.



Realizing the wheel/tire/brake packages are upgradeable on all trim levels, it's difficult to tell the models apart without checking the scripted badge on the hatch or catching a glimpse of the front. It's the nose that differs. The Cayenne Turbo wears an aggressively large grille and intake, while the normally-aspirated models share smaller grilles (the V8 model is finished in black, while the V6 receives an aluminized finish). The Cayenne V6 also sports twin brushed stainless steel oval exhaust outlets, just like the Panamera V6.

The lighter powertrain pays off at the scales. The Cayenne SUV weighs just 4,399 pounds, undercutting its sibling Cayenne Turbo by nearly 400 pounds and leaving the competition in line at Jenny Craig, with the Mercedes-Benz ML350 coming in 330 pounds heavier and the six-cylinder BMW X5 lugging around an extra 531 pounds.



With the key in our left hand, we climb into a nondescript six-cylinder Cayenne wearing 19-inch wheels (wrapped with 265/50YR19 Pirelli tires). The all-new interior mirrors the elegant styling of the Panamera sedan – very upscale and meticulously finished from its beautiful wood and aluminum accents to the leather stitching on the dashboard. The seat and steering wheel are infinitely adjustable and outward visibility is good, although the backup camera does help.

As mentioned in our first driving impressions a few months ago, the Cayenne platform is incredibly enjoyable to drive. Its driving mannerism are more "big sedan" than oversized 'ute, meaning the brakes and steering are responsive to the driver's inputs, not merely taking suggestions. It doesn't feel nearly as ponderous as the Audi Q7 or as heavy as the BMW X5 when touring tight city streets.

Acknowledging that it has less mass to haul around than its predecessor, the 0-60 mph sprint now takes about 7.5 seconds, putting it decidedly mid-pack among its competitive segment. Most importantly, with excellent gearing down low, you won't miss the V8 or Turbo under 45 mph as the six-cylinder Cayenne moves off the line enthusiastically thanks to the aforementioned eight-speed Tiptronic tranny.

More than content with its performance around town, we steered the six-cylinder Cayenne towards the Autobahn to try its powertrain under more demanding conditions. As stable at high speeds as it is sitting still in a parking lot, the SUV easily held velocities between 80 and 110 mph. As expected, it does lose most of its stamina as the speed increases over 90 mph (e.g., the Cayenne Turbo rockets to 125 mph in about 13 seconds, while the Cayenne V6 does it in a longish 35 seconds). With patience, and a long open stretch of road, we were able to coax it up to an indicated 134 mph, although Porsche claims it will run 143 mph if given the opportunity. When it came time to bleed off the speed, the standard brakes were more than up to the task.



Porsche has priced the Cayenne very aggressively. The entry-level six-cylinder model starts at $46,700, making the base SUV the automaker's least expensive offering in the States. Shaving more than another second off the 0-60 sprint, the eight-cylinder Cayenne S begins at $63,700. The new Cayenne S Hybrid begins $67,700, while the flagship Cayenne Turbo has a base price of $104,800.

The assertive base price means the entry-level Cayenne is priced in the thick of its European competitors, including the six-cylinder BMW X5 ($45,800), the six-cylinder Mercedes-Benz ML-Class ($45,700) and the six-cylinder Audi Q7 ($46,900). The Porsche offers more power than the Audi and Mercedes, but BMW's new-for-2011 twin-turbo 3.0-liter under the hood of the X5 xDrive35i is stronger than the Cayenne's 3.6-liter.



Porsche does not offer a "token" third-row seating option (like BMW and Audi), but its second-row seats slide on rails and the seatbacks recline/fold making the interior both accommodating and very configurable. To its dynamic advantage, the Porsche has the most modern and lightest platform. And, thanks to its Panamera-inspired interior, the Cayenne's cockpit is arguably the most luxurious and inviting of the foursome, too.

But we wouldn't buy the six-cylinder Porsche Cayenne for its engine.



Despite the fact there's nothing inherently wrong with the lesser power unit – it's more than competent – Porsche offers much better combustion routes if you are seeking pavement-pummeling power and a hybrid option if you are on a quest for fuel economy. Instead, consider the entry-level 3.6-liter V6 variant as a heavily discounted way to enjoy the Cayenne's silky eight-speed Tiptronic, bulletproof platform, refined chassis dynamics, luxurious cabin amenities, surefooted all-wheel drive, accurate steering feel and impressive braking capabilities at less than half the cost of the Cayenne Turbo.

The Panamera sedan is currently basking in the brand's sales-leading spotlight, yet the Cayenne will undoubtedly take back its top position when all the models fill the showrooms later this year. Unlike its predecessor, whose owners were often accused of driving the overweight SUV solely for the polished gold, maroon and black badge emblazoned on the hood, the new six-cylinder model is an agile, attractive and well-mannered gentleman. While it may not run as quickly as its athletic siblings, this Cayenne is stout enough to be distinctive on its own – with or without the Porsche crest leading its way.