Mercedes-Benz, the two-seat time capsule is the new SLS AMG. This sports car’s quest takes buyers back to the 1950s, by evoking the classic 300SL coupe, including its space-age gullwing doors. But the SLS’s greatest misfortune — aside from its uninspired rear-end styling — is to have landed plop into the still-sour economy of 2010. Any megaplex denizen could have told Mercedes that a $200,000 sports car should have set course for, oh, the dot-com bubble of 1999.
And that’s what’s great about the 2011 SLS. As the first car created entirely by the company’s AMG performance division (rather than adapted from a civilian Mercedes), the SLS can’t match the visual fantasia of the scissor-doored SLR, or that car’s terminal speed of 207 miles per hour. (A mere 197 m.p.h. must suffice.) Yet I had more fun driving the SLS because I felt much more confident in it, my mind focused on the next curve and not on indemnity clauses. Since various SLR McLarens were priced between $450,000 and roughly $1 million — the latter for the Stirling Moss Roadster edition — Mercedes might argue that a supercar replacement that starts at $185,750 is, by comparison, a recession-priced Kia. As it stands, Mercedes will be satisfied if roughly 300 Americans ante up for an SLS in its first year.
Those buyers will get an appealing 563-horsepower mix of ferocity and luxury, with a decidedly Germanic style that is very different from the usual Italian supercar. Whereas many Ferraris or Lamborghinis mount their engines behind the driver, the Mercedes takes the approach of front-engine, long-snout classics like the Jaguar E-Type.
But another front-engine monster, the Dodge Viper, came to mind when I stared down the SLS’s mammoth hood: it’s like a Stonehenge monolith tipped on its side.
That hood is something to behold, along with those sky-walking doors. Wherever I swung them open, a crowd magically appeared to gawk and snap photos. The price for this instant conversation-starter is clumsy entry and exit over bench-size door sills, and the odd whack of the noggin against the raised portals. Once seated, shorter occupants stretch and strain to reach the raised door handles, though Mercedes plans to offer helpful grab straps at an unspecified date.
The other con is the thick front roof pillars that block too much of the view. As for safety, if the SLS should ever land on its roof, pyrotechnic charges blow out the doors’ hinge bolts, allowing occupants or rescuers to free the doors.
The SLS looks so bodacious from the front that you almost wish Mercedes had grafted the hood onto the back, so you could enjoy the view in stereo. But after the magnificence of that six-foot-long proboscis, the rear is a bland vestigial tail, with a tucked-in spoiler that rises above 75 m.p.h.
Where the original ’50s Gullwing was wrapped in elektron, a magnesium alloy, the SLS’s chassis and body are entirely aluminum, aside from a composite decklid. Other fat-trimmers include a carbon-fiber driveshaft that weighs a mere 9 pounds, and optional ceramic composite brakes. At 3,573 pounds, the Mercedes weighs about 300 less than the largely carbon-fiber SLR McLaren, and a remarkable 700 less than the SL63 roadster. The SLS’s power-to-weight ratio tops the Aston Martin DBS and Porsche 911 Turbo (though the Porsche’s all-wheel-drive makes it faster), and it’s within sight of the Ferrari 599 GTB.
The SLS is a screamer: 3.5 seconds from 0 to 60 miles per hour, according to Car and Driver magazine, and 11.6 seconds in the quarter-mile.
The SLS’s 7-speed dual-clutch automated manual is the latest. Driven in Comfort mode, the transmission can smooth out gear changes a bit too much for the impatient driver, especially while trundling in traffic. The Sport Sharp or Manual settings take care of that, snapping off shifts in less than 100 milliseconds.
There’s also a welcome Sport setting for the stability-control system, which shows off both the SLS’s surprisingly high limits and smooth recovery when the tires do break loose.
The Mercedes still can’t match the steering feedback of a typical Porsche, or the hard-core purity of exotics like a midengine Ferrari. That judgment was reinforced when I happened to hop from the Mercedes into the new Porsche Boxster Spyder. There’s still a bit of the old grand-touring Gullwing in this Mercedes’s blood, a recognition that the SLS will spend more time at fancy hotels than in racetrack paddocks.
That message is evident inside: the SLS is rich, bedecked in soft leather, aluminum and optional carbon fiber. But aside from some details — including aircraft-style aluminum vents — the mature cabin assures a Mercedes-Benz buyer that he hasn’t gone crazy from a midlife crisis. One wild touch is Alubeam paint, a $12,500 option that wheels your SLS to a separate German factory for a hand-applied paint that looks like liquid chrome.
At $186,000 to start, the SLS’s price is also an eyebrow lifter when compared with some rivals: $30,000 more than Audi R8 5.2, $50,000 beyond the Porsche Turbo, just $12,000 less than a Lamborghini Gallardo. You’ll have to ask yourself: how much do you love those crazy doors?
The superbly designed Citroen Survolt was first unveiled at the 2010 Geneva Auto Show, the concept car is powered by dual electric motors that convert electric power into a combined 300 horsepower which produces enough force i.e., 738 pound-feet, to be exact to let Survolt zap to 62 mph in less than five seconds and onward to a reported top speed of 162mph.
The concept's twin 31 kW lithium ion batteries is said to have a range of 124 miles between two hour charging cycles with a vehicle specific high-output charger (or a 10-hour charge from a 220-volt appliance outlet). The most interesting part is that you might get one if you are lucky as Citroen is reportedly considering producing the electric racecar, albeit in limited quantities.
This can be confirmed by UK publication Autocar quotes a source at Citroen stating "It's still our intention to put the Survolt into low-volume production, and we're pursuing the idea of a one-make race series."
Bugatti has climbed on to the top position, post a June 26 drive when test driver Pierre Henri Raphanel drove an orange-and-black Veyron 16.4 Super Sport to an average top speed of 268 mph (431 kph).
The event was witnessed at the VW Group’s test facility at Ehra-Leissien saw the Veyron Super Sport tumble all high-speed records.
The Veyron Super Sport is a much higher version that the usual Veyron we usually get to see. The company has thrown in additional power and has increased it to 1,200 hp, while the quad turbo W16 would return torque at 1,106 pound-feet.
The car has ensured this via its enlarged turbochargers and intercoolers. The company has also incorporated in the Veyron Super Sport a redone suspension that is capable of managing aero downforce at speeds about 260 mph.
Nissan Maxima 2010 is a 4-door, 5-passenger sports sedan, available in two variants, the S and the SV.
The Maxima debuted in 1976 as an upscale version of the Bluebird and was spun into its own line in 1980, having been made continuously since then.
The Maxima models are also known as Nissan Cefiro or Nissan Laurel in various markets.
Nissan Maxima 2010 SPECIFICATIONS (Note: Some Spec might varies with variants):
Body style(s): 4 Door Sedan Complete specifications:Specifications of Nissan Maxima 2010 Colors: Crimson Black Metallic ,Drk Slate Metallic ,Mystic Jade Metallic , Navy Blue Metallic ,Ocean Gray Metallic ,Radiant Silver Metallic ,Super Black Available,Tuscan Sun Metallic ,Winter Frost Pearl Fuel Capacity:(gal) 20.0 Mileage(estimated)(city/highway): 19 / 26 Price Onwards: $30,690 Website:Nissan Maxima 2010 US
The 2010 Nissan Maxima ranks 13 out of 15 Upscale Midsize Cars. This ranking is based on our analysis of 19 published reviews and test drives of the Nissan Maxima, and our analysis of reliability and safety data.
The 2010 Nissan Maxima is a car searching for an identity. Nissan calls it a "four-door sports car," but most in the automotive press say it's more like a family car with just a hint of spice. Its interior is a strange mix of upscale and cheap -- but it may be a good bargain for those looking for a sedan that's just a bit sporty.
The 2010 Nissan Maxima is hard for the automotive press to put its collective finger on. It's not as sporty as Nissan's marketing wants you to believe, but it will out-corner many similarly-priced sedans. It's not as upscale as its price would indicate, but it does borrow some bits from the Infiniti parts bin, giving at least an impression of luxury.
Redesigned just last year, the Maxima combines a punchy V6 engine, a fine-tuned suspension that virtually eliminates torque steer, and a shorter wheelbase to better differentiate its styling from the Nissan Altima. Some writers say that its Continuously Variable Transmission robs it of much of the punch its engine should provide.
Some in the automotive press like the car, but many feel that it doesn't live up to the promises Nissan makes for it. Nissan marketing calls the Maxima "the four-door sports car." Auto writers, however, find it a nice family sedan with a slightly sporty character. "It's a handsome sedan with a healthy dose of engagement," Autoblog writes, but the four-door sports car label "may be going a bit too far."
Other Cars to Consider
If you're looking at the Maxima as an alternative to a Honda Accord or Toyota Camry, you may find it a slightly more athletic option that meets your needs. It is not, however, a sport sedan to compete with Audi or BMW products.
The Maxima's sticker has begun to intrude on the entry-level luxury class. Nissan makes an entry-level sports sedan -- the Infiniti G37 -- which outclasses the Maxima in many ways and is not much more expensive. At this price, the BMW 3-Series is an alternative as well. Both of those cars offer several transmission options that make Nissan's CVT look sluggish. Nissan Maxima: The Details
The Maxima carries into 2010 virtually unchanged after a 2009 redesign. It is available in a base 3.5S, or a more upscale 3.5 SV model. A sport package, with tighter suspension settings, and a luxury-oriented Premium package are available on SV models.
"Fun to drive while offering practical cabin technology in this comfortable sedan." -- CNET
"Sports sedan? Not really. Sporty sedan? Yes. Although we'd ask for more communicative steering and a smoother ride, the...Maxima's power and speed will satisfy fans perhaps left a little cold by the last generation, and they won't disappoint those seduced by its clean, rich shape. " -- Car and Driver
"While...the Maxima is not designed to appeal to consumers who would be looking seriously at the Avalon, the fact is that the Maxima is more luxury than sport when it comes to styling and performance." -- Fort Worth Star-Telegram
The 2010 Nissan Maxima is a fine performer when compared to most family sedans. New Car Test Drive says the Maxima is "one of the best-engineered front-drive sporty sedans available, from the accurate, quick steering to the engine power to the remarkably good performance of the CVT." But the Maxima's price, and Nissan's marketing, often pits it against entry-level luxury sport sedans - where its front-wheel-drive architecture holds it back from genuinely matching those cars. Read More
The Maxima borrows some styling cues from Nissan's sports car line, melding them successfully into a family sedan. Reviewers are impressed. Automobile Magazine captures the consensus when it says the exterior "evokes sporty pretentions as well as a touch of luxury." Read More
The 2010 Maxima's cabin wins a mixed verdict from the automotive press. It offers plenty of space, a nice list of standard features and comfortable ergonomic design. Popular Mechanics especially likes its "tidy dash layout and clear instrumentation." But some test drivers find it hard to fix the driver's seat in a comfortable position, and the materials are a strange mixture of upscale and cheap. The premium package alters the backseat completely, for better and for worse. Read More
The 2010 Maxima earns five stars in every federal government crash test. The insurance industry hasn't tested the 2010 model, but gave the mechanically-similar 2009 model its top score, "good," in frontal-impact crashes. The insurance industry has not yet published a side-impact test result. Read More
The 2010 Nissan Maxima reliability score shown is the Predicted Reliability rating provided by J.D. Power and Associates. This score is based on trending the past three years of historical initial quality and dependability data from J.D. Power's automotive studies, specifically the Vehicle Dependability Study (VDS) and the Initial Quality Study (IQS). The 2010 Nissan Maxima has a new vehicle warranty good for the first three years or 36,000 miles. Read More
Ford Mustang 2010 is a 2-door, 4-passenger family coupe, sports coupe, convertible, or convertible sports car available in 8 variants, ranging from the V6 Coupe to the GT Premium Convertible manufactured by Ford Motor Company. Ford Mustang 2010 V6 Coupe is equipped with a standard 4.0-liter, V6, 210-horsepower engine that achieves 18-mpg in the city and 26-mpg on the highway. Ford Mustang 2010 GT Premium Convertible is equipped with a standard 4.6-liter, V8, 315-horsepower engine that achieves 16-mpg in the city and 24-mpg on the highway. 5-speed manual transmission with overdrive is standard on both trims, and a 5-speed automatic transmission with overdrive is optional. The 2010 Mustang is reskinned for 2010.
Ford Mustang 2010 Debut at LA Auto Show with much of the fanfare.The Bold meaner macho mustang just as beautiful as brown horse which has style and elegance.This muscle car is much liked my many have world wide international fans.The 1965 Mustang won the Tiffany Gold Medal for excellence in American design, the first automobile ever to do so. The Mustang was on the Car and Driver Ten Best list in 1983, 1987, 1988, 2005, and 2006. It won the Motor Trend Car of the Year award in 1974 and 1994.In 2005 it was runner-up to the Chrysler 300 for the North American Car of the Year award and was named Canadian Car of the Year
Ford Mustang 2010 SPECIFICATIONS for Mustang V6, Mustang GT:
The 2010 Camaro is a 2-door, 4-passenger sports car, available in 5 trims, ranging from the LS Coupe to the... read more 2SS Coupe.
Upon introduction, the LS Coupe is equipped with a standard 3.6-liter, V6, 304-horsepower engine that achieves 17-mpg in the city and 29-mpg on the highway. A 6-speed manual transmission with overdrive is standard, and a 6-speed automatic transmission with overdrive is optional. The 2SS Coupe is equipped with a standard 6.2-liter, V8, 426-horsepower engine that achieves 16-mpg in the city and 24-mpg on the highway. A 6-speed manual transmission with overdrive is standard.
There's no question in my mind — the new Camaro is one of the best-looking new cars on the road. And based on the attention I received while driving it, it appears I'm not the only one who feels that way. Even the base Camaro gets the bold fender flares and power-dome hood. Our test car was further decked out with the RS package, which adds to the good looks with 20-inch wheels, rear spoiler and darker taillights. It had the base engine with the automatic transmission. The V6 is rated at just over 300 horsepower, which should be plenty powerful but just doesn't feel very powerful. Full throttle results in mediocre acceleration, likely due to the fact that the Camaro is no lightweight - it's about 300 pounds heavier than a similar Mustang and 500 more than a Nissan Z car. So as good as the Camaro looks, I'd give up some of the styling for better performance. Of course, there is a more powerful option; I look forward to trying out the SS. —Perry Stern
The 2010 Camaro design is modern, yet captures the essence of the iconic '69. With its big, wide rear fenders and massive C-pillars that create the distinctive design, no one can mistake this car for anything other than a Camaro as it rolls down the street. But the same design element also makes rear three-quarter visibility difficult for the driver. The chassis, suspension and steering all feel good. Ultimately, however, the car feels heavy and not as nimble as I would have hoped. The modern direct-injection V6 engine and 6-speed automatic transmission provide more than 300 horsepower — on paper, all the power you need — and deliver almost 30 mpg on the highway. But it's impossible to drive the Camaro without longing for the low-end torque and missing the exhaust note of a V8. Inside, the Camaro might call on many retro design cues — personally I don't care for the way the door-panel trim wraps into the dash — but you get all the modern amenities you will ever need or want. —Mike Meredith
In my opinion, this is the best-looking American muscle car on the market today. I can't remember how many heads were turned and thumbs-up given during my test drive. The Camaro tested was the 306-horsepower V6 engine with an automatic transmission. Surprisingly, the car felt pretty underpowered; I couldn't tell if it was due to the heavier car weight or the transmission gearing. Getting into the car, it was tough to avoid how wide the doors opened, and that made it difficult to get out without dinging the door near tight spots. There was also a large blind spot over the driver's left shoulder. Even with those faults, the new Camaro is a home run. Getting the Camaro with a V8 and manual transmission would be better, though. —Joe Chulick
By Steve Siler of Car and Driver Since the last pill-shaped F-body Camaro rolled off the line in 2002, the long-fought, often contentious pony-car game has been one of solitaire, played solely by the Ford Mustang. The Mustang went all retro in 2005, and the ensuing craze prompted Dodge and Chevy to rouse their own dormant nameplates (and fans) to take on the foeless leader. Dodge was first in 2008 with its resurrected Challenger, and now — just as Ford is launching its significantly updated 2010 Mustang — Chevrolet has finally commenced production of its reborn Camaro, completing the new-age pony-car trifecta.
While we will save the official comparison test for later, we can aver that the neo-Camaro offers the freshest and most modern package of the three. Built as it is on GM's superb Zeta full-size platform, the Camaro sports a fully independent suspension along with evocative, contemporary styling that thankfully misses being totally retro. We entered into this first test of the long-awaited 2010 Camaro with high expectations. Indeed, with a 304-hp, 3.6-liter V-6, the base Camaro is nearly as powerful as the Mustang GT, so we were champing at the bit to see what the Camaro could do in SS form with a 6.2-liter V-8 stuffed under its hood.
How Quick Is It? With the six-speed automatic, the Camaro SS can hit 60 mph in a scant 4.6 seconds, with the quarter-mile arriving in 13.1 at 109 mph. At 4.8 seconds, the Camaro with the six-speed manual takes 0.2 second longer to hit 60 but overtakes the automatic by the quarter-mile mark, clocking 13 seconds flat at 111 mph. (The L99 V-8 hooked to the automatic is rated for 400 hp and 410 lb-ft of torque; the LS3-and-manual combo is good for 426 hp and 420 lb-ft.) For comparison, the 315-hp 2010 Ford Mustang GT and the 376-hp, 5.7-liter Hemi-powered Dodge Challenger R/T do the trick in 5.1 seconds. The better-matched but pricier Challenger SRT8 — with a 425-horse, 6.1-liter Hemi — hits 60 in 4.8 seconds. So until Ford gets the Mustang GT into the gym and stuffs more power under its hood, Chevy has earned bragging rights in the segment where burliness arguably counts the most.
On a drive that took us along the scenic roads east of San Diego, California, we also found the Camaro's roadholding to be quite stellar — it grips with 0.92 g on a skidpad — thanks in part to the independent multilink suspension out back and the stickiness of the fat, Z-rated 245/45-front and 275/40-rear Pirelli P Zero tires mounted on 20-inch wheels. The variable-ratio steering rack delivers great on-center feel, similar to that which we've praised on the Camaro's platformmate, the Pontiac G8.
Stick to the Stick The shift and clutch actions of the six-speed manual transmission were amiable enough for an average commute, with the lower gears close enough to keep the engine in its — admittedly large — sweet spot much of the time. Longer hauls might wear on your left leg a bit, but the same can be said for the other muscle machines with which the Camaro competes.
We recognize, however, that the only way some customers are going to get a Camaro in their driveway is to specify the six-speed automatic, which comes with shift buttons behind the steering-wheel spokes. In manual mode, the left button actuates downshifts, the right, upshifts; and gears are held until you ask for the next one. Chevy also added a sport automatic mode, selected by simply moving the gear lever down into the M position. Doing so raises the shift points higher (perhaps too high), holds gears for longer (perhaps too long), and forces downshifts to happen more abruptly and aggressively during deceleration. We found that driving in sport mode made for rather ungraceful jerking during a spirited mountain-road romp, so we preferred the predictability of shifting for ourselves using the wheel buttons, even if the shifts came after the usual manumatic delay. Our advice is to stick with the stick, if at all possible.
Quiet + Calm Ride = Surprising Comfort The Camaro SS packs a few surprises, however. The L99 and LS3 engines are both remarkably — and disappointingly — quiet, at least from inside the cabin (based on the shell-shocked looks on the faces of people we blew by, it appears that it's plenty loud on the outside). For high-speed cruising, this is a good thing, as there is no shred of that exhausting boominess that can add misery to long-haul muscle-car motoring. But at the same time, we found ourselves wanting a bit more of an audible reminder that we were driving something with 426 freakin' horses under the hood. Even at full tilt, the engine didn't seem to have the trumpetlike blat of the Challenger R/T's 5.7-liter, let alone the NASCAR-worthy howl of the 6.1-liter in the SRT8.
Other surprises include the eerily serene ride and the utter absence of wind noise. Particularly at freeway speeds, the Camaro's Zeta roots pay dividends, with the suspension striking a brilliant balance between lively, grippy roadholding and wonderfully compliant damping. Meanwhile, the SS offers decent feedback through the steering wheel. You could cruise down Woodward all day in this thing and never feel beat up. Try that in a '69.
Drives Big At higher speeds, however, is where one misses things like outward vision. Although looking over the long, beveled hood is a view every muscle-car fan will relish, the low roof, high waistline, and wall-like rear pillars make the car drive big (not good for twisty two-lanes), a complaint we also level at the Challenger. Lane changing is a point-and-squirt affair rather than anything involving an over-the-shoulder check. The exterior mirrors help, with the bonus that they give you a close-up view of the Camaro's sexy hips. The interior mirror is utterly useless, though; all one sees when glancing rearward is an ocean of black roof and C-pillars the width of a Sequoia (the tree or the Toyota).
Also disappointing are the hard plastics that we had hoped were banished from GM interiors, but they've clearly found their way into the Camaro. Furthermore, the inset dashboard trim piece that was to be rendered — at least optionally — in a cool illuminated band of light-tube trickery has become a cloth insert. It looks good in a contrasting color, but it's drab when it matches the rest of an all-black cabin. And finally, as great as the high-mounted "squircle-shaped" gauges and cool center stack look, the script is tiny and the buttons can be ergonomically challenging in operation.
But the Camaro is beguiling. It has a strong design and a strong heritage and delivers seriously strong acceleration. Especially given its aggressive pricing ($22,995 for the base V-6, $30,995 for the SS), it is likely to do well with its established fan base and should even earn a few more admirers in its new life. And not insignificantly, the EPA just gave it excellent fuel-economy ratings. Could it be better? Absolutely, but at least its deficiencies involve its interior detailing more than its dynamics. Besides, in these tumultuous, unpredictable times, we should celebrate the mere fact that cars like this are here at all. Welcome to the herd, little pony.
Performance Data: C/D TEST RESULTS: Zero to 60 mph: 4.8 sec Standing ¼-mile: 13.0 sec @ 111 mph Braking, 70-0 mph: 161 ft Roadholding, 300-ft-dia skidpad: 0.92 g
