New 2010 Mercedes-Benz E63 AMG

Is the Horsepower War Almost Over?
War is hell, unless it's a horsepower war, in which case it's kind of fun. For more than a decade, the cars from AMG have been on the front lines of the horsepower wars, which have seen the top autobahn rockets - most, naturally, from Germany - zoom past 300, then 400, and now 500 horsepower. But all good wars must one day come to an end, and for the horsepower wars, that day is starting to feel very close indeed. The new E63 AMG, for example, uses the same engine as the previous model (AMG's near-ubiquitous 6.2-liter V-8) and pushes its headline figure ahead by only 11 hp.

Still, we're talking about 518 horsepower here, easily enough to send this luxurious four-door sedan down the autobahn at (a governed) 186 mph. The thing is, the previous E63 AMG, with only 507 hp, was also capable of 186 mph. Evidently, at the peak of the super-sedan pyramid, there simply isn't much more performance to be had.

The goal: Better driving dynamics
Where, then, did the AMG folks hope to move the needle with this new car? "We wanted a sharper car - better driving dynamics," says Tobias Moers, head of overall vehicle development at AMG. Here again, though, we'd argue that AMG's high-volume mid-liner already made its big move in the chassis department with the switch from the old E55 AMG to the new-for-2007 E63.

Nonetheless, in the quest for even better driving dynamics, AMG engineers tossed out the front air springs (still used on the standard E-class) in favor of steel springs and struts. Air springs are retained at the rear, because of their ability to manage the widely varying loads on the rear axle. As before, the dampers are adjustable, this time in three steps: Comfort, Sport, and Sport+. An available performance package - a seemingly redundant option on a fire-breather like the E63 - makes the three settings a bit firmer still. When we sampled both versions on the beautifully maintained roads around Stuttgart, the standard car in its mellowest setting delivered a pretty comfortable ride, but when we cranked it up a notch to Sport or two notches to Sport-plus, the E63 telegraphed every slight bump or bit of creased pavement we could find. In the performance-package car, Comfort is the equivalent of the standard car's Sport setting, so your choices are Stiff, Stiffer, and Stiffest. Combine that with the 30/35-series tires (front/rear) and that is likely to feel pretty harsh over the crumbling highways that plague so much of America.

Unfortunately, those seeking ultimate bragging rights will want to opt for the performance package anyway, as it includes the reprogrammed electronics that allow for that 186-mph top speed, rather than the standard 155 mph. Otherwise, though, the stiffer spec is hardly necessary. Despite tipping the scales at a shade over two tons (about the same as before), with either setup, the E63 turns in aggressively, remains deliciously balanced through fast corners, and emits barely a peep from its Pirelli PZero tires. A new, fixed-ratio steering rack is quicker than before at 14:1 but is perfectly weighted and never nervous. For those eager to explore the handling limits, the stability control includes a more liberal Sport mode and also can be switched off completely.



A new transmission grabs the powertrain spotlight
The same 6.2-liter V-8 that powered the previous E63 is under the 2010 E63 AMG's hood. AMG engineers were able to boost peak horsepower to 518 hp, chiefly by lowering the exhaust backpressure. The engine's surprisingly sharp, aggressive bark and deep rumble have been preserved. Overall, though, the more significant powertrain change is the adaptation of the Speedshift DCT seven-speed automatic transmission from the SL63 AMG, which replaces the old car's seven-speed automatic. The Speedshift box uses a wet clutch in place of a torque converter and provides faster shift times and very sweet, rev-matched downshifts. Surprisingly, despite the absence of the torque converter, the transmission still beats any automated manual - including BMW's M-DCT - and most dual-clutch setups with its smoothness both in take-off from a stop and in its automatic shifts. And yet its shift speed effectively gives away nothing to those supposedly sportier gearboxes.

As you'd expect, the driver can tailor the transmission's behavior via a choice of modes. The mellowest, C (for Controlled Efficiency, says Mercedes) is really too mellow for a car like this. It's the economizer setting, starting off in second gear, upshifting as soon as possible, and even relaxing the throttle response. Controlled Efficiency might be great for squeezing out the best-possible mpg rating on the EPA test cycle (expected to be 13 city/19 highway, though official figures aren't yet available), and it's the chief reason AMG is able to boast of a 12 percent improvement in the E63's fuel economy. But, really, who on earth is going to hypermile their nearly-$100,000 German super-sedan?



The next two modes, Sport and Sport+, are subtly different in their programming but virtually indistinguishable on the road. Happily, both seem to intuitively understand the enthusiast driver, unfailingly anticipating gear choices, downshifting under braking, snapping off upshifts with lightning speed, and beautifully matching revs on every downshift, whether automatic or manual. Speaking of manual, if the driver calls up his own shifts via the steering-wheel-mounted paddles, after a few moments of inactivity, the box will resume giving its own orders. Turn the control knob to Manual, however, and the transmission will defer almost totally to the driver; the gearbox will not upshift even at the 7200-rpm redline nor will it kick down in response to a booted throttle.

A final, fifth, position on the transmission control knob is RS, for Race Start (or should that be valet mode?). It's a bit fussy to deal with, though. With the stability control in Sport, you hold your left foot on the brake, choose Race Start, when prompted quickly tap the upshift paddle once to confirm, then immediately floor the accelerator (if you're not fast enough the whole sequence is cancelled and you have to start over), and let off the brake. The E63 effects a wheelspin-free blast that should have you to 60 mph in 4.1 seconds.




The buttons to select the transmission, ESP, and damping modes are alongside the gear selector, which is a console-mounted lever rather than the wimpy column shift in the standard E-class. Sitting next to them is a fourth button, labeled AMG, which - like a BMW's M button - can program and store a driver's preferred settings for transmission, stability control, and damping.

As you'd expect from a car with 518 hp, the E63 is a always ready to drop a couple of gears, let out a deep bellow, and tear ahead down the highway. The massive V-8 makes this car a star of the quick, two-lane pass. A new option for hauling it back down again is carbon-ceramic brakes, although they won't be available in the U.S. market until next year. Like all carbon-ceramic brakes, these offer fade-free, racetrack-ready performance, at a price (expect to be $8000 to $10,000), but unlike most they're - almost - squeal-free and fairly easy to modulate.



For AMG: typically subtle appearance changes inside and out
Compared with the standard E-class, the AMG version has a unique front-end design, with a wider, deeper front fascia with functional side slits (they extract air from the engine oil cooler). Wider front fenders make way for the increased front track and ultrawide rubber - 255-series up front; while the rear tires are 285, whether on standard eighteen-inch or optional nineteen-inch wheels. There is also AMG-specific lower bodywork on the sides and at the rear. Inside, there's the aforementioned center console buttons, a unique gauge cluster, sport seats, and available carbon-fiber trim. As before, the overall affect is muscular but refined.

Rumbling into dealerships this fall
The new E63 goes on sale this November, at a price that should come in below the outgoing car's upper-$80,000 base sticker. The wagon version again will be available, but only by special order. The new E63 does not offer a great leap in horsepower over the outgoing car, but it makes measurable progress in chassis dynamics and it offers a more entertaining transmission, even if it's not a stick-and-clutch manual. Its already spectacular predecessor was already arguably at the peak of the performance-sedan mountain. The new model marks only incremental progress, but when you're starting at this level, there's only so much higher you can go.

2010 Mercedes-Benz AMG

Price: $87,000 (estimated)

Powertrain
Engine: DOHC V-8
Displacement: 6.2 liters
Horsepower: 518 hp @ 6800 rpm
Torque: 465 lb-ft @ 5200 rpm
Transmission: 7-speed automatic

Chassis
Steering: Rack-and-pinion with power assist
Suspension, front: Damper struts, electronic damping
Suspension, rear: Air springs, electronic damping
Brakes: Vented discs, front and rear, ABS
Tires: Pirellit PZero, 255/35 ZR19 front, 285/30 ZR19 rear


L x W x H: 192.6 x 75.9 x 56.8 in
Wheelbase: 113.2 in
Track F/R: 66.2/62.8 in
Weight: 4058 lbs
Fuel Mileage: 13/19 mpg (estimated)

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News : 2010 Subaru Legacy

Update : Bigger, faster, more fuel efficient

These words aren't paired together very often, but they perfectly summarize the 2010 Subaru Legacy sedan. The Legacy has grown longer, taller, and wider with a modest weight gain of 49-65 pounds, depending on the trim and equipment level. The engines are more powerful and more fuel-efficient than last year's. If you opt for the 2.5GT, the 0-to-60-mph sprint is estimated to be 5.9 seconds -- two full seconds faster than a year before. Is the Legacy finally ready for the mainstream midsize-sedan segment?

The Legacy grows up

For 2010, the Legacy grows 1.4 inches longer and 3.3 inches taller, and its track is 2.7 inches wider in the front and 3.3 inches wider in the rear. Those changes give passengers in the rear seat an additional 3.9 inches of legroom and make for a much larger door opening. Interior volume is now 103 cubic feet, just larger than the Toyota Camry's 101.4 cubic feet, but still a bit behind the Honda Accord's 106 cubic feet. Golfers can now consider the Legacy, as the 14.7 cubic feet of storage in the trunk will accommodate four golf bags.

Graceful and mature

Outside, the Legacy might not be the most exciting midsize sedan, but it looks tasteful and modern. The grille is a reverse trapezoidal shape that works especially well with the hood scoop on the turbocharged 2.5 GT models. It's easy to identify the Legacy as a Subaru, but the design is generic enough to appeal to most midsize sedan shoppers. We appreciate the subtle bulge at the wheel flares, which gives the profile some character and a hint of muscle. It also showcases the standard all-wheel-drive.

The features get more mature, too

Subaru may be associated with earthy, frugal owners, but the Legacy offers many luxurious technologies and features inside the cabin. Starting with full-frame doors that bring noise, vibration, and harshness levels down considerably, the Legacy also includes an auto-up driver's window. (Sometimes, Subaru is strangely behind the curve on commonplace features.) You'll also find larger, more comfortable seats, better materials, including some very supple leather on the high-end cars, and nicer looking gauges than on other Subaru products. Options are limited but include an upgraded Harman-Kardon stereo, Bluetooth phone and iPod connectivity, a backup camera, a moonroof, and a voice-activated navigation system.



2.5i

The entry-level Legacy is powered by a 2.5-liter Boxer four that produces 170 hp and 170 lb-ft of torque. A new-for-the-U.S. six-speed manual is paired with a viscous center differential that splits power equally between the front and rear wheels. Those opting for the CVT will get a slightly more sophisticated AWD system that uses a slip-clutch and fancy electronics to determine which end of the car needs more torque. Subaru informs us this is the first application of a CVT with a Boxer engine. A mere 170 hp does not do much to raise the enthusiast's pulse, but it provides enough thrust for getting around town and feels particularly refined when paired with the CVT. Those considering the 2.5i will likely be most interested in the standard AWD at its $20,690 base price. Equally impressive is the 31-mpg highway rating for cars equipped with the CVT.

2.5GT

Enthusiasts will be most interested in the 2.5GT trim level. The turbo four produces 265 hp and 258 lb-ft of torque solely through a six-speed manual. Subaru uses the same AWD system here as on the 2.5i with a six-speed manual. A functional hood scoop, 18-inch wheels, and an all-weather package separate the 2.5GT from the 2.5i, but the options and equipment otherwise match a 2.5i Limited or Premium trim level. Think of the 2.5GT as a WRX for your growing family.

3.6R

Those buyers who are looking for more performance than the 2.5i offers but who are not willing to deal with a manual transmission will appreciate the Legacy 3.6R. As the name implies, power comes from a 3.6-liter, normally aspirated Boxer six engine. Power is rated at 256 hp and 247 lb-ft of torque, and the 3.6 runs on regular gas while the 2.5GT requires premium fuel. We found the 3.6-liter engine to be much more enjoyable than the 3.0-liter six it replaces, but the turbo-four cars were more fun on challenging roads. However, the six feels more refined and the automatic transmission adds smoothness to the package.



Behind the wheel

One of the biggest changes for the 2010 Subaru Legacy's ride is thanks to the double-wishbone rear suspension and front Macpherson-strut setup. If this combination sounds familiar, it's because all Subarus now use this suspension design. Body motions are well controlled, and the Legacy is stable going down the road thanks largely to its wider track and longer wheelbase. Sadly, the steering is overboosted but we found it offers good road feel as well as a quicker ratio. Braking performance has improved noticeably -- Subaru claims a 20% improvement in response from the new brake booster. Though the midsize sedan segment is hardly about superior driving dynamics, the Legacy is certainly fun to drive if you opt for the GT. Should fuel prices shoot up overnight, the normally aspirated four-cylinder model, particularly with a CVT, could be in demand. There's a smart mix of power, fun, and frugality available in the line, and all models, of course, have standard all-wheel drive



Who will buy it?

Subaru acknowledges it has a small following. According to Subaru's own research, less than 40% of midsize sedan shoppers know the Legacy exists. Those who are aware of the Legacy tend to be well educated, worldly, and environmentally conscious, as well as stylish and successful. Most of these people live in northern, coastal parts of the U.S. The marketing team thinks that {{{Volkswagen Passat}}}, Nissan Altima, and Mazda 6 owners are most likely to cross-shop the Legacy, which compares quite favorably with each of those cars.

What does it cost?

A basic 2.5i Legacy with the six-speed manual transmission will cost $20,690 with destination; the CVT transmission is $1000 extra, but there are no other options. Stepping up to the Premium trim level runs another $1000 and gets you an eight-way power driver's seat, 16-inch alloy wheels, a chrome exhaust tip, auto up/down driver's window, and a leather-wrapped steering wheel. The 2.5i Limited runs $25,690 and adds a power passenger seat, 17-inch alloy wheels, heated front seats, mirrors, and wiper de-icers, dual-zone climate control, leather seats, and a premium audio system; the CVT is the only available transmission. PZEV models of any 2.5i CVT trim level are available in all 50 states for an extra $300.



The 3.6R begins at $25,690 and follows the same pricing strategy as the 2.5i family. Look to spend $1000 extra for a Premium and $3000 more for a Limited car. Aside from the engine and automatic transmission, the only difference between the 2.5i and 3.6R is standard 17-inch alloy wheels. All options and equipment are otherwise equal on comparable trim levels.

Enthusiasts will want the $28,690 2.5GT Premium and its turbo four powerplant, revealed by the functional hood scoop and standard 18-inch alloy wheels. A 2.5GT Limited runs $30,690 and matches the equipment found on other Limited models.

When can I buy it?

The 2010 Subaru Legacy should start showing up at dealers in early August. Wagon fans will want to wait for the 2010 Outback that arrives shortly after the Legacy sedan.

With configurations ranging from frugal and capable to fast and refined, the Legacy has broad appeal. There's also enough Subaru quirkiness to keep the early adopters happy with this generation--all engine choices are Boxers, AWD comes with every car, and there's a good array of safety features. If the 2009 Forrester's success is representative of the demand for a more mainstream Subaru, the 2010 Legacy sedan will be quite well received by the market.

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News, When the brain waves move the wheel

Tokyo: Japan original car manufacturer, Toyota Motor Corporation, at the wheel this car is driven with brain waves. This column does not create a manageable with conventional hand. Toyota claims the system is the invention of the fastest in the world in the ability to analyze brain waves. Such representations Toyota, as reported Associated Press, Monday (29 / 6).

Later the driver who sits akan impose similar headgear that is able to read signals that the brain is released. Signal is then delivered to the engine will brain electroencephalograph (EEG), which will then be analyzed in a computer program. This system will make someone able to run the column to the right, left and front quickly automatically. Even to stop only a blow cheek.

Rival Toyota, Honda Motor Corporation, also has developed a technology that is capable of connecting with the brain waves of movement mechanics. This year, Honda will show a video that shows a picture of someone the middle put on helmets. With the helmet, he can move the robot Asimo, which has been previously programmed response to brain signals, to the left and right.

However, both Toyota and Honda have not yet explain the exact time the product will be released to the market. So, be patient.
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Nissan immediately selling hybrid car

Yokohama: hybrid car at this time has become the main target of the automotive industry. Nissan Motor also do not want to lag. The third largest automotive company in Japan is planning a mass produced electric vehicles in the upcoming year 2012.


Nissan says, will release the first electric vehicle in Japan on 2 August and start selling next year. "We move forward with the zero emissions vehicle," said Nissan Chief Executive Carlos Ghosn.

Nissan will sell electric cars first in Japan and the United States (U.S.) after April 2010. Later, they will mass produce and market the car globally in 2012.

Along with the production in Japan and Europe, Ghosn said, Nissan will make electric vehicles in the U.S. in Smirna Tennessee. Factory has a production capacity of more than 100 thousand units per year.

On Tuesday (23 / 6), Nissan received a loan from the U.S. government worth US$ 2.1 billion, to build a green car partnership. Nissan will use the US$ 1.6 billion to equip the manufacturer in Smirna dan 465 million U.S. dollars to build electric trains in California. "U.S. will become a very important market, he said
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Toyota Planning, Production Fuel Cell Car

Tokyo: Japanese car manufacturer, Toyota Motor, plans will be issued a car equipped with a fuel cell in 2015 to come. Toyota President Masatami Takimoto explained, Tuesday (23 / 6), this was done as an effort to encourage Toyota to be in the forefront of manufacturers produce greener cars.

Fuel cell technology is seen as a quick solution to reduce carbon dioxide emissions are increasing. Energy produced this technology is a combination of hydrogen and oxygen form the substance and the rest water. During this time the manufacturer to concentrate more on the development of a battery driven car. For fuel cell technology is still considered expensive and not economical. This contention appears because it is still difficult to store hydrogen so that the car can go like a normal car.

Although expensive, in 2002, Toyota has issued a product of fuel cell car fuel is a limited market for Japan and the United States.
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SuperSkin Helmet for biker

Brussels: Although there is no magic way to prevent accidents on the road. However, people always perfect security factors driving the progress of technology. For motorcycle rider, recently created a new type of helmet. SuperSkin, a helmet LAZER enhanced, using technology Philips Head Protection System (PHPS). This one technology, applied to reduce the risk of significant head injury.

Strength of the helmet has been tested by a laboratory at the University Louis Pasteur in Strasbourg, France. Aimed to test the ability to know the maximum SuperSkin helmets protect the head in the driver motor.

Tests proved that the risk of SuperSkin of 67.5%. Ability is a very positive result, at the helm are producers incentive to improve security standards. (AND / lazerhelmets.com)
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