Porsche Panamera

2011-05-02T01:10:00.000-07:00

True to Vorsteiner fashion, the V-PT kit for the Panamera consists of subtle and clean lines rather than gaudy and extreme changes. If you’re looking for a classy way to make your Panamera a little more aggressive on the outside, look no further.
The front bumper incorporates a carbon fiber insert that can be removable and replaced if damaged and an optional carbon fiber duct can be ordered to further enhance cooling on the radiator and intercoolers (if you have a Turbo Panamera). The carbon fiber side skirts allow for interesting paint schemes, if you’re into that sort of thing, in order to highlight the high quality carbon fiber Vorsteiner uses in their product.

In the rear, a subtle yet effective Ducktail rear spoiler can be found on the trunk which allows for the factory wing to remain completely functional. The rear consists of an aggressive rear bumper and carbon fiber diffuser which houses a quad-tipped exhaust system quite nicely. The V-PT exhaust can be constructed from stainless steel or titanium.
Last but not least, you can match the V-PT package to a set of wheels from Vorsteiner. Pricing has yet to be released. We’re sure it’s not cheap, but for how nicely this aero kit transforms the lines of the Panamera into something that matches its performance, price really shouldn’t be an issue.

Porsche 911 GT3 RS 4.0

2011-04-28T21:17:00.001-07:00

According to a previously leaked tech sheet, the RS 4.0 features a 4.0-litre flat-six engine producing 368kW of power. Although the limited edition model is still yet to be officially confirmed, these images prove the car does exist and that it is very likely to hit the market some time in the near future. Showcasing a range of discreet styling tweaks, such as a new three-tone colour scheme, a new front bumper bar incorporating corner winglets and a revised lower section. As previously reported, the model is expected to be released on a limited production run of just 500 units. The interior of the new model looks as though it will be kitted out in much the same decor as the GT3 RS, specified with the roll cage system.
More details are expected to be revealed in the next couple of weeks. We’ll keep you updated. UPDATE: It’s official, Porsche has finally revealed the model does exist and that it will carry much of the same details as previously reported. Only 600 units will be made, all of which will be available to German and UK buyers.
Engine details remain as suspected, with the new car using a new 4.0-litre flat six developing 368kW of power and 460Nm of torque. It’ll weigh 1360kg which will help it sprint from 0-100km/h in 3.9 seconds. Porsche also says the new model can lap the Nurburgring in 7:27 minutes.

Porsche Panamera 4

2011-03-29T23:12:00.001-07:00

Porsche Panamera 4 North Americans (generally) won’t abide ‘fours’ at all, and any ‘sixes’ are usually paired with batteries or turbos. So why does Porsche Panamera 4 feel it can rake in additional sales by offering its four-seat Panamera sedan with a bent six? Isn’t that like bringing a six-shooter to an artillery convention? Who signed off on that deal?
NEW V6 MODEL DELIVERS 300-HORSEPOWER

Whether you agree with it or not, the Panamera – just Porsche Panamera 4 – will debut this September carrying a 300-hp 3.6-liter 90-degree V6. Heresy? Not really, according to Porsche Panamera 4 , who claim that less than a decade ago, V8s of closer to five liters in size were producing roughly the same power. The engine’s 295 ft-lbs of torque is helped by the use of direct gasoline injection and fully-variable cams. Porsche claims that its V6 is created by taking two cylinders off the V8, which is why it retains the 90-degree V-angle, dry-sump lubrication and features a hole through the block that the front axle passes through on all-wheel drive models.

Porsche Cayenne S

2011-03-29T22:41:00.000-07:00

Porsche Cayenne S Making do with “good enough” seems the more likely result. In some regards, the refreshed version of the original Porsche Cayenne fell into that trap, with updates that didn’t solve the car’s design, weight and fuel economy issues.

Back to the drawing board for 2011, and more of those complaints have been dealt with. Especially visually – the Porsche Cayenne S no longer looks like a surprised 911 sitting on a kitchen table. The whole package is sleeker and better proportioned. Even though it looks smaller and more compact, the ’11 is actually two inches longer, with most of that stretch dedicated to an increase in wheelbase.

Under the skin, the Porsche Cayenne S retains its all-independent suspension setup, with front double wishbones and a rear multi-link setup benefiting from steel springs and height-adjustable dampers. Those are the real key to Porsche’s goal of retaining the old one’s off-road prowess while improving on-road performance.

Porsche Panamera Cabrio In The Works

2010-12-16T19:04:00.001-08:00

Look for a price cut of more than $15,000 compared with the original 2010 Porsche Panamera S, when Porsche launches its entry-level versions of the Panamera in the U.S. in June. The 2011 Panamera and the Panamera 4, downsized with a new 300-horsepower 3.6-liter V6, will make their world debut in April at the 2010 Beijing Auto Show.

Porsche said the base Panamera will start at $75,375, including a $975 destination charge. The Panamera 4 will start at $79,875. In comparison, the 400-hp 2010 Porsche Panamera S starts at $90,775, including shipping, and the top-of-the-line 500-hp Panamera Turbo starts at $133,575, including shipping.

Porsche said official U.S. EPA fuel economy figures on the V6 Panamera models will be announced closer to the on-sale date. However, Porsche's home office released European fuel economy numbers on Tuesday, noting that the base Panamera will return the equivalent of about 25 miles per gallon, while the Panamera 4 will return the equivalent of 24 mpg. Porsche U.S. spokesman Gary Fong told Inside Line in a phone conversation on Tuesday morning that "We just don't know [what U.S. fuel economy numbers will be]. It just doesn't translate [interpolating the New European Driving Cycle numbers]. They test in an entirely different manner than the EPA."

Porsche Panamera V6 Models Debut

2010-12-16T19:02:00.000-08:00

Just as one team at Porsche was readying the most powerful production 911 ever—the 2011 911 Turbo S—another was creating the company’s least powerful sedan. Model year 2011 will bring two flavors of the long-foretold V-6 Panamera, a rear-wheel-drive model simply named Panamera and an all-wheel-drive version dubbed Panamera 4.

The V-6 in question is said to be an all-new Porsche design featuring direct injection, and is the same one that will be installed in the next Cayenne. It displaces 3.6 liters and produces 300 hp and 295 lb-ft of torque, and Porsche claims it is 66 pounds lighter than the V-8 in the Panamera S. Like all U.S.-market Panameras, the V-6 is paired exclusively with a seven-speed PDK transmission and gets an engine stop/start system.

After their formal debut at the Beijing auto show, the Panamera and Panamera 4 will join the V-8–powered Panamera S, 4S, and Turbo in U.S. showrooms this June. Prices will start at $75,375 for the Panamera and $79,875 for the Panamera 4.

Aston Martin DBS V8 Vantage DB9 or DBS

2010-10-06T18:24:00.000-07:00

Aston Martin DBS – Click above for high-res image gallery

The National Highway Traffic Safety Adminstration has issued a recall for select Aston Martins. If you own a V8 Vantage, DB9 or DBS produced during the 2007 and 2008 model years, you should head on in to your local dealership. A cam bolt in the front bottom suspension arm could crack, allowing the lower control arm to move about in ways it shouldn't.

As always, dealers will replace the bolt free of charge. The recall is scheduled to begin on or before October 18th, 2010 and is said to potentially affect 1,090 vehicles.

GM boss Nick Reilly has confirmed that Opel and Vauxhall will introduce a new

2010-09-30T20:00:00.000-07:00

It’s official! GM boss Nick Reilly has confirmed that Opel and Vauxhall will introduce a new, sub-Corsa-sized city car in 2013. The newcomer, which will be inspired by the 2004 Geneva Motor Show Opel Trixx concept pictured here, will be built at GM’s Eisenach plant in Germany.

Codenamed “Made in Eisenach”, the new car represents a 90 million Euro (£76.5 million) investment in the plant which currently builds the three-door Corsa. The new city car will take over the plant, while the next generation Corsa will be made in Zaragoza in Spain.

Speaking at a press event at Eisenach today, Reilly said, “This is a further milestone in the growth strategy for our business,” said Opel/Vauxhall CEO Nick Reilly. “Our €90 million investment in the Eisenach plant will significantly strengthen its role within our European manufacturing network, and will offer customers a brand-new model with innovative technology and exciting design.”

The new car will debut in 2013 with conventional powerplants, although it will be engineered from the start to accept alternative powertrains, including an all-electric version.

CCI Wheel Cover - 14 in., ABS plastic, 8 spoke

2010-07-30T16:33:00.000-07:00

CCI Wheel Cover - 14 in., ABS plastic, 8 spoke
Part Number: C2CIWC40814S
Manufacturer Number: IWC408/14S
CCI Wheel Cover CCI Wheel Cover
List Price: $49.75
Our Price: $42.16
You Save: $7.59
Info/Buy
CCI AFTERMARKET WHEEL COVERS, SILVER, SET OF 4 -- 14 in. diameter; Does not include OE-style center cap; 8-spoke design; Made of ABS plastic; This set of aftermarket wheel covers inexpensively enhances the look of your wheels; Features wire ring with spring steel clip for easy and reliable installation.

Toyota loses bid to dismiss hybrid patent infringements from Paice

2010-06-02T20:35:00.000-07:00

Things aren't looking good for Toyota in a legal battle over whether or not the Japanese automaker has infringed on a Florida-based company's hybrid drivetrain patents. A U.S. International Trade Commission judge recently ruled to deny Toyota's request to end the lawsuit brought by Paice LLC. Toyota's initial argument was that the plaintiff's patent was invalid, but so far, the courts have sided with the smaller of the two companies time and time again. Earlier in the legal battle, a judge ruled that Toyota must pay Paice LLC a royalty for every Prius, Highlander Hybrid and Lexus RX400h model sold. Paice originally wanted Toyota to halt sales of those vehicles entirely.

In response, Toyota has begun the process of arguing against the royalty amount per vehicle, while Paice has filed a new complaint over the technology present in the third-generation Prius, Hybrid Camry, Lexus RX450h and HS250h.

Paice's base complaint is over how the manufacturer is supplying torque from both the electric motor and the internal combustion engine to the drive wheels on those vehicles at the same time. The company has also gone after Ford for the design of its Fusion Hybrid and Escape Hybrid models.

Audi e-tron Detroit Concept

2010-05-11T15:25:00.000-07:00

Audi e-tron Detroit Concept – Click above for high-res image gallery

According to Autocar in the UK, which is citing unknown "high-ranking Audi insiders in Ingolstadt," the future of the Audi R4, Volkswagen BlueSport and possibly an unnamed entry-level model from Porsche (we vote 914) are currently being mulled by the three-headed German automaker. The major stumbling block? Whether or not a stamped steel architecture or Audi's familiar aluminum spaceframe chassis should be used.

Naturally, we'd argue for the light weight of aluminum, which seems more appropriate for a line of sportscars... but at the price point afforded by the much less expensive steel. Decisions, decisions. In any case, the British mag continues to suggest that the R4 would presumably get two turbocharged gasoline engines (1.4-liters and 1.6-liters) along with a 2.0-liter turbodiesel mill in lieu of the all-electric powertrain shown off in concept form.

Volkswagen, parent company of both Audi and Porsche, is said to get the final say in the development of all three machines, but some sort of production seems likely. Says the unnamed insider, "Scale is important to a project like this... But with three different car makers working to a common goal, the chances [of it getting the go-ahead] look good."

Audi e-tron Detroit Concept

Sbarro' Autobau is Ready for Takeoff

2010-03-09T21:46:00.001-08:00

Designed by Franco Sbarro, this 1970's-esque rocket is called the Autobau and it is built to honor Swiss racer Fredy Lienhard. Looking at it, it's no surprise that it seems to be dividing people in regards to its looks. What no one can deny, however, is the awesomeness of having a 500-horspower 12-cylinder to propel both you and its bad 1,500 kilo-self to what could only be the moon. Ah, Geneva...

Lamborghini Miura Nuovo Design Study: Something Old

2010-03-09T20:22:00.000-08:00

The name Miura conjures up images of Lamborghini's original V12 bad boy, considered one of the most beautiful cars in history. Even Lamborghini couldn't ignore it forever, bringing it back in modernized concept form in 2006. Marco van Overbeeke, a designer from the Holland, is determined to bring it back.

Enter the Lamborghini Miura Nuovo, meant to be a "contemporary interpretation of [a] traditional archetype"; that means a mid-rear V12 with seating for two. Could something like this work as a new Lamborghini halo car?

If consumers had anything to say about it, the answer's probably yes. People DID dish out exorbitant amounts of dough for the Reventon, re-skinned Murcielago.

Only one problem: Lamborghini CEO Stefan Winkelmann says, "Lamborghini is about the future...So we won't do the Miura." Too bad.

Not to go against the head honcho or anything, but what about using heritage-inspired cues on a Ferrari California competitor? That may just be the ticket to a little brand variety. Seems to be working fine for Ferrari.

BMW, like they did with the pre-LCI E92

2010-01-17T21:19:00.000-08:00

With every new model launched or redesigned, comes another photos comparison. the week revolves around the 2011 BMW 3 Series Coupe and Convertible LCI that was unveiled yesterday and which will go on sales this Spring.

Judging by the photos and information released, the general consensus is that BMW is looking to align some of its models to the current design language, and features like “angel eyes” are starting to become standard across the line-up. LED taillights are also becoming the norm at BMW and the new 3 Series LCI comes to emphasize that.

Exterior:

Regarding the exterior of the car – BMW, like they did with the pre-LCI E92, have managed to make the E92 continue to look much more expensive than it actually is. The facelifted E92 continues to give a strong balance between prestige and performance purely in appearance alone.

Additionally, at front and rear, while the revisions appear minimal, the proof is in the details. At the business end of the 3 Series Coupe, the head lamps have grown slightly with added contours to the bottom line of the head lamp assembly. A thin “eyebrow” can now be found running along the top of each assembly which is lit by LEDs – a design cue taken straight from the E90 LCI, F01 7 Series and F10 5 Series.

Dropping just below the head lamps, the lower bumper is the most heavily modified part of the E92 LCI, losing the struts that flowed with the cut lines of the nose of the car. In its place, BMW have added a slim cut straight across the center of the lower grill, only being broken up by the area just below the larger, wider double kidney grill. Overall, the appearance of the E92 LCI now looks more succinct with the rest of the now more modern BMW line-up.

Moving to the rear of the car, the lower portion of the bumper receives a larger, purposeful crease along the valence just above the exhaust. The L-shaped tail lamps also receive a mild facelift with a more opaque cover to the LEDs when compared to the pre-LCI E92.

Additionally, the pattern of the rear lamp LEDs has two stacked sets of LEDs to provide better visibility at night while also providing a distinctly BMW look. By comparison, the LCI E92 now looks much brighter and contoured over its predecessor.

The side design goes through some changes as well, the E92 LCI features longer overhangs and subtle changes to the side skirts, giving the facelift an overall more aggressive, masculine look.

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which, of course, has nothing at all to do with the Corvette ZR1

2010-01-11T00:51:00.000-08:00

Peugeot SR1 Concept – Click above for high-res image gallery

French automaker Peugeot will pull the wraps off a brand-new concept vehicle called the SR1 at the Geneva Motor Show in March. Unlike a number of recent Peugeot cars and concepts, the SR1 isn't hallmarked by quirky, love-it-or-hate-it styling. Instead, we see a somewhat traditional long-hood, short-deck profile with some interesting details, such as the creased indentation in the doors that's echoed in both the front and rear fascias. Also note the redesigned Lion logo, which we surmise will show up on all future Peugeots from here on out.

Power for the SR1 (which, of course, has nothing at all to do with the Corvette ZR1) comes courtesy of Peugeot's HYbrid4 technology, which pairs a small 1.6-liter turbodiesel four-cylinder engine powering the front wheels with a 95-horsepower electric motor at the rear. Peugeot says that its all-wheel drive, through-the-road hybrid system will make its production debut in 2011 inside the 3008 crossover, with other models to closely follow.

Other concept-appropriate bits and pieces include a new removable plastic roof panel using technology that's borrowed from the world of sailing, a three-seat layout with the third passenger behind the twin front seats and instrumentation that pairs futuristic crystal tubes displaying current fuel consumption and remaining range with a classic timepiece designed by Bell & Ross. Continuing the old versus new theme are black nickel and satin chrome trim with traditional wood and leather inlays.

With 313 combined horsepower, fuel mileage estimated at 57.7 mpg (European, 48 miles per gallon U.S.) and carbon emissions of just 119 grams per kilometer, the Peugeot SR1 ought to be a mean, green performer. Plus, its speed-sensitive four-wheel steering and lightweight structure should equal formidable handling prowess. Of course, we may never know for sure, as this car, though it apparently signals Peugeot's new styling direction, is nothing more than a concept at this point.

Peugeot SR1 Concept

As one of the four remaining brands at the new General Motor

2010-01-11T00:29:00.000-08:00

GMC Granite Concept – Click above for high-res image gallery

As one of the four remaining brands at the new General Motors, the folks in charge of GMC are trying to come up with a reason for the brand to exist. Until now, GMC's wares have been to Chevrolet trucks what Mercury has been Ford – same stuff different badges. Over the last decade the marketing boffins have tried to position GMC as "Industrial Grade," but it's never been entirely clear exactly what that means.

As a general rule, GMC doesn't produce concept vehicles, but at this year's Detroit Auto Show that's set to change. The GMC Granite is being badged as an "urban utility vehicle," a compact crossover that could slot in below the Terrain and give the brand something relatively unique. GM hasn't divulged what platform underpins the Granite, but it's likely to share many parts with GM's global compact (Delta II) architecture. That means this Granite will have a lot in common with the upcoming Chevy Orlando, but with a five-inch shorter wheelbase and a few other unique attributes you can read about after the jump.

GMC Granite Concept

Kia just announced a similar system called Uvo

2010-01-11T00:04:00.000-08:00

Every carmaker has seen Ford's success in promoting its Sync technology, and they want a piece of that pie - as do many suppliers. Sync is built on top of a Microsoft-developed software platform and after a couple of years of Ford exclusivity, Kia just announced a similar system called Uvo. At the Consumer Electronics Show in Las Vegas this week, Continental announced its own competing platform for in-car connectivity called Autolinq.

While Microsoft's in-car operating system is completely proprietary, Continental's system is based on the Google's open-source Android OS. Android's popularity is on the rise thanks to cell phones like the new Nexus One and the Motorola Droid. Continental hopes to leverage that community of software developers to create applications that can be downloaded directly to the car. This roughly mirrors Ford's recent announcement that developers will be able to create apps for Sync.

Continental plans to release a software development kit for Autolinq by the end of March, and have applications to demonstrate in the second half of this year. So far, there's no word on any automakers adopting Autolinq for their vehicles.

Hands on with MyFord Touch and SYNC App Ecosystem

2010-01-07T22:27:00.000-08:00

Hands on with MyFord Touch and SYNC App Ecosystem – Click above for high-res image gallery

You've read the PR, seen the press shots and probably snickered a little at the quote from Ford's Derrick Kuzak indicating that his company's latest tech "will cause people to fall in love with their vehicles again." After getting a chance to play with a few entrants into the company's so-called SYNC App Ecosystem, and getting behind the wheel of a MyFord Touch-equipped mockup vehicle, we're not laughing – but we are smiling. It's impressive tech, so follow the jump to see some videos and check our impressions.

Ford Sync App Ecosystem and MyFord

the 'Juke' is designed to offer customers a funky alternative to the traditional small hatchback

2010-01-07T21:59:00.000-08:00

Nissan has named the latest addition to its line up of quirky crossovers, as well as releasing the gloomy teaser shot you see here. Inspired by the Qazana concept shown in Geneva last year, and following in the footsteps of the hugely successful Qashqai, the 'Juke' is designed to offer customers a funky alternative to the traditional small hatchback.

From this dimly-lit photo it's clear that the concept car's swollen wheels arches have been carried over, along with the narrow, elongated headlights and oversize fog lights underneath. It appears the 370Z-inspired rear boomerang lights will also make production, while the windscreen and roofline have taken on a more angular profile.

Slotting in between the Note and Qashqai, the Juke will expand Nissan's broad range even further. And when it goes on sale in October, it should provide a welcome boost for the UK car industry too - it will be built alongside the Qashqai and Qashqai+2 at Nissan's Sunderland plant.

Full details on the newcomer will be realeaed at the global media unveiling on February 10th, but it's public debut won't be until the Geneva Motor Show in March.

the V10 is bespoke to the LF-A and won’t be used in any other car

2010-01-03T21:16:00.000-08:00

In these very last days of 2009, some Japanese magazines are spreading the rumor that Lexus is working on a very hot version of the GS luxury saloon, allegedly called GS-F, which will get the firm’s V10 engine used in the LF-A supercar, to rival BMW M5. Now apparently Lexus has responded to this by tweeting! They say that the V10 is bespoke to the LF-A and won’t be used in any other car. They didn’t comment on the existence of GS-F though.

So as it’s usually the case, there must be a GS-F in the works but it certainly won’t be getting the V10. This makes more sense actually, because as we’ve reported earlier, BMW will replace theV10 engine of the M5 with a twin-turbo V8 in the upcoming model. Mercedes too has plans to drop the big and thirsty V8s in favor of more efficient turbo engines, so even if Lexus is to rival the M5 or E63, they would come up with something in the same league.

And as a side note, the GS’s face is too dull for a weapons-grade V10 such as LF-A’s 4.8 liter! It looks good as a hybrid, but as a performance saloon?! The M5 will eat it for breakfast!

Lexus of Europe says LFA V10 is bespoke, not headed for GS F

2010-01-03T21:02:00.000-08:00

Another country heard from – this time, a mole in Lexus of Europe has announced via the corporate Twitter account that the LFA's V10 will definitely not be going into the GS F. The supercar's 10-pot wonder is "bespoke to LFA," which is ur-English for something custom made, but in this case we'll take to mean "None of you can have this engine if you don't drive an LFA."

You'll note that the 106-character tweet deftly avoids confirming the existence of any sort of GS F in the first place – a car that has existed solely as a fairytale for nigh on three years – with the deflection, "not going to comment on those." But at least now if the GS F does come, we know what it won't have. But hey, they didn't rule out a derivative, right? Hat tip to Stan!

What Racing Dynamics is going to do is quite amazing

2010-01-03T20:51:00.000-08:00

Racing Dynamics is one of the coolest BMW tuners, not only because of their huge obsession with horsepower, but also because of the amazing bodykits which are like their signature. They are currently working on some packages for the all-new BMW 5-series, and based on the emerged details, they are good! as always.

What Racing Dynamics is going to do is quite amazing! They are going to release a powerful version of the 550i so you don’t have to wait for the actual M5 to arrive. The 407hp turbocharged V8 of the 550i will undergo a surgery to give 620 hp! That’s more than the 2011 M5, for sure! Other modifications to this car include a new rear-locking differential, sport suspension and high performance braking system.

They also have a package for the 535i six-cylinder model in which the power is upped from the standard 306hp to 410hp. This car too will get new exhausts, suspension and brakes and will be a serous performer. It’s all very good, but we can’t wait to see what they have in mind for the body! We just hope that the 5er get RD’s superb front bumper!

the Subaru WRX STI is a common target for zealous mods

2010-01-03T20:32:00.000-08:00

Digimods Subaru Impreza - Click above to enlarge

In the real world of asphalt and hydrocarbons (yes, that's possibly redundant), the Subaru WRX STI is a common target for zealous mods. While much tuning can go on under the stock skin, which isn't exactly subtle on a Rex, it's de rigeur to go at the exterior with pieces of thermoplastic and visions of reshaping dancing in your head.

If you're not deft enough to translate inspiration to metal, or you don't have a WRX, or you just want to avoid getting gunk under your fingernails and cutting your hands all up while trimming out big pieces of sheetmetal, you can do it with bits and bytes instead. Of course, a digital mockup is a good way to test out ideas before taking the nipper to the roof, too.

Pete from Digimods has decided that the WRX could really use a rear-mounted engine, plenty more scoops, and a giant roof duct to supply air to the engine, and drown it if it gets taken out in the rainy season. It's a very nicely done rendering. Some will love, some will hate, all will likely have something to say. Have at it, kids!

Chrysler CEO Sergio Marchionne presents 5-year business plan

2009-11-06T21:13:00.000-08:00

Chrysler LLC has concluded its 7-hour-long marathon presentation of the business plan (read our Live Blog of the event here) that will see it through the next five years, and what we're left with is a little confusing. It's almost as if the automaker's new executives, amidst apologizing for the company's past and promising to do better in the future, were hoping we'd all fall asleep or get lost in the details. Well, we didn't fall asleep or get lost, and below you'll find a breakdown of what we learned while spending the day hip deep in Chrysler's future product. You can also check out the slides from Chrysler's presentation relating to product in the gallery below.

Models On Their Way Out

Jeep Patriot (end of 2012)
Jeep Compass (end of 2012)
Jeep Commander (end of 2010, may continue being sold internationally)
Chrysler PT Cruiser (end of 2010)
Dodge Dakota (mid 2011)
Dodge Caliber (mid 2012)
Dodge Viper (mid 2011, may return in 2012)

New Models That Are Coming

Jeep compact SUV (2013, supplied by Fiat, may be Panda)
Jeep small CUV (2013, supplied by Fiat, replaces Patriot and Compass)
Jeep Liberty (2013, replaced by Fiat product but retains name)
Chrysler small car (2013, supplied by Fiat)
Chrysler compact sedan (2012, supplied by Fiat, replaces PT Cruiser)
Chrysler Sebring (2013, replaced by Fiat product but retains name)
Chrysler midsize CUV (2013, supplied by Fiat)
Ram midsize unibody pickup (under consideration for 2011)
Ram large and small commercial van (2012, supplied by Fiat)
Dodge small car (2013, supplied by Fiat)
Dodge compact sedan (2012, supplied by Fiat)
Dodge Avenger (major update 2010, replaced by Fiat product 2013)
Dodge full-size CUV (2010)
Fiat 500 (late 2010, convertible 2011, Abarth 2012)

Models Staying, Receiving Attention

Jeep Wrangler Diesel (2010/2011, not confirmed for U.S. market... yet)
Jeep Grand Cherokee (all-new 2010)
Chrysler 300C (all-new 2010)
Chrysler Town & Country (major update 2010, next-gen 2014)
Ram 1500/2500/3500 (major update 2012)
Dodge Journey (major update 2010)
Dodge Nitro (major update 2011 under consideration)
Dodge Challenger (refresh 2011)
Dodge Charger (all-new 2010)
Dodge Grand Caravan (major update 2010, next-gen 2014)

UPDATE: You can dive whole hog into the plan yourself at Chrysler's website.

Mugen-fettled Accord, Fit aren't the big Honda story from SEMA

2009-11-06T21:10:00.000-08:00

Mugen Honda Fit and Accord - Click above for high-res image gallery

In addition to announcing its plans to reinvigorate its participation in grassroots racing, Honda revealed two Mugen-accessorized models -- a 2010 Accord Sedan and Fit -- each outfitted with a range of parts available at dealers, but not a standalone model, ala Mugen Civic. While the 18-inch chrome wheels, front grille, spoilers, floor mats and machined aluminum oil filler cap are attractive additions to Honda's growing HFP line, needless to say, they leave us a bit cold when it comes the automaker's commitment to the aftermarket and, more to the point, performance.

Uninspiring SEMA efforts aside, the real news came last night during a meeting with Honda execs, where we were able to glean a few more details about Honda's future performance plans, how the CR-Z -- and more to the point, hybrids -- fit in and something to look out for next year.

Honda PR man Chuck Schifsky, told us that the Big H plans to use hybrids as a performance booster in the future, saying, "The CR-Z isn't the last step. It's the beginning." Although the real start of Honda's performance-marketed hybrids began with the last generation Accord Hybrid, Schifsky admits that its introduction was "ahead of its time," one of many reasons the electric-assisted sedan never quite caught on with consumers.

More interestingly, several Honda heads told us to expect something big in the world of motorsports next year -- likely in Japan. What that means is open to interpretation, but with Honda pulling its NSX out of SuperGT for 2010 (due to the front-engine, rear-drive chassis requirements), something interesting could be on the way. NSX revival? Lexus LFA fighter? Consider our interest extremely piqued...

Mugen Accessorized Honda Accord and Fit

the Road Race Motorsports Platinum Edition Kizashi pushes all the right buttons

2009-11-06T16:50:00.001-08:00

Delta Tech Engineering Suzuki Kizashi - Click above image for high-res gallery

We totally dig the new 2010 Suzuki Kizashi. It's a bold step forward for Suzuki and (hopefully) a harbinger of great things to come, which also happens to be what "Kizashi" means. However, the looks are a little, well... not outstanding. Not that it's particularly bad-looking (it ain't), but what if it were a little more... special? SEMA to the rescue!

We've got a trio of modded Kizashis for you to peruse down in the gallery, but how about some background info up front? First up is Delta Tech Engineering's car which might be our favorite. Delta Tech specializes in lighting and every light on the car is either LED or HID. Even though big mouth-look grilles are on the way out fashion-wise, we like the snout on this guy. We also like the fact that it has a cold air intake, custom exhaust and Koni coilovers.

While we just said that the Delta Tech Engineering might be our favorite Kizashi, the Road Race Motorsports Platinum Edition Kizashi pushes all the right buttons with an even more aggressive body kit. It also features a custom air intake, engine management system and data logger. You also get 13-inch slotted rotors up front (though "only" 10-inches out back). Custom springs, sway bars and chassis stiffeners round the package out.

[UPDATE: We wrongly identified Westside's Kizashi as Import Tuner's car. A total mistake on our (my) part. Sorry 'bout that.]

Lastly, we've got Westside's custom Kizashi – a car we just can't wrap our heads around. From the Frankenstein's Monster neck-bolts as exhaust tips to the bizarre two-tone paint job to the Jianghuai GIGANTIC grill, we're totally, 100% not in love. And that's that.

Suzuki Kizashi Customs

the '90s-style 2010 Mustang

2009-11-06T16:50:00.000-08:00

SMS Superparts - Click above for a high-res image gallery

With SMS Supercars recently launching the 570 Challenger and with a Mustang and Camaro, it was inevitable it would soon offer many of the parts individually. On the first day of SEMA Steve Saleen and his new company announced Superparts, the aftermarket sales and distribution arm of SMS Supercars. Many of the parts on the 570 Challenger are now available individually, including the SMS 296 supercharger, aerodynamic parts, and suspension, wheel and tire packages.

Also making its debut at the show is the new SMS 296 supercharger for the 2005-2010 Ford Mustang. The system uses many of the same core components from the Challenger kit, but has a few new features specific for the 4.6-liter V8. The most notable feature is the "Duo-Path" induction system that splits the incoming air starting at the throttle body, going around the supercharger housing to the back of the engine where it enters the rear intake of the compressor. Expected power will be in the 475-650 range depending on the package.

Read more on the SMS Superparts announcement after the jump, or opt for the visuals with the '90s-style 2010 Mustang and a 570X Challenger painted in Sour Grape Green in the high-res gallery below.

Meet the world's most desirable Lexus RX450h by Branew

2009-11-06T16:43:00.000-08:00

Branew Lexus RX450h - click above image to view hi-res gallery

Let me be blunt: I don't like luxury crossovers. At all. It's a niche with no appeal to me whatsoever. Not a car, not a truck – just a fat sedan jacked up on stilts to woo trophy wives with fancy badges and reassure soccer mammas that their children are "safe." And the Lexus RX gets the sharp point of my spear of anger because it's basically responsible for the high-end CUV craze. Not a fan of hybrids, either. That said, I'm absolutely smitten with Branew's Lexus RX450h.

I think it's the stance, has to be. But there is just something very desirable – from an aesthetic standpoint. The big 24-inch wheels help tremendously, perching Branew's at just the right height. And the lower fascia helps the quite handsome – if not distinctive – OEM grill pop. And I know it's going to be a controversial opinion, but the koi fish on the hood totally work. In fact, I know a certain Subaru WRX that could use a koi or two. Anyhow, while I'd rather gargle nails than rock a luxo-CUV, if forced at gunpoint, Branew's RX450h would be my first (and only) choice.

2009-11-06T16:42:00.000-08:00

Honda FF engine demonstrator - click above for high-res image

For 2010, Formula F is getting some fresh blood. The Sports Car Club of America's board of directors has given the thumbs up to Honda's proposal for a new engine in the class. Next year, competitors will be able to swap out their ancient Ford Kent engines for a new 1.5-liter four based on the Fit.

Honda Performance Development created the engine so that it was specifically able to bolt up to many contemporary Formula Ford chassis designs with minimal modification, all while providing comparable performance. The air restrictor and ECU calibrations can be adjusted by HPD to ensure performance parity with the series' existing engines.

The engine's electronically fuel injected engine promises significantly reduced service requirements compared to the Kent, along with better efficiency. The engines will be supplied complete with intake, exhaust and conversion kits. The kit for the Swift DB-1 including the engine and all necessary parts runs $11,750 with deliveries starting February.

Honda Fit FF engine

Win one of five Sony PSP/Gran Turismo bundles - Day 4

2009-11-06T16:19:00.001-08:00

It's Day 4 of our SEMA Sweeps! After giving away three of five limited-edition PSP/Gran Turismo bundles, we're ready to give away our fourth. Yesterday's winner has been randomly selected and contacted, so here's how you can win today.

We're doing this in honor of the SEMA Show in Las Vegas, and with it, the Seventh Annual GT Awards, so take advantage of our generosity and follow the directions below for your chance to win.

Today we're asking whether you prefer the PSP-3000 or new PSP Go. Your answer won't have any effect on your chances of winning since the sweepstakes winner is drawn at random, so pick your favorite portable Sony system, leave a comment and keep your fingers crossed!

Entering is easy. All you have to do is:

Leave a comment in this post telling us whether you prefer the PSP-3000 or PSP Go.
You must be 18 years or older and a resident of the U.S. or Canada (excluding Quebec, désolé!)
Limit 1 entry per person per day
This entry period ends at 3:00PM EST on Friday, November 6
At that time, we'll randomly select one winner to receive one PSP/GT bundle (ARV $199.99) that includes a Mystic Silver PSP-3000 system, Gran Turismo PSP game on UMD, a PlayStation Network downloadable voucher for a white Chevrolet Corvette ZR1, 2GB Memory Stick PRO Duo, PlayStation Network downloadable movie voucher (title TBD) and Sony MusicPass voucher good for 10 downloadable songs.
For a list of complete rules, click here

Hummer quartet is a pretty sweet swansong

2009-11-06T16:19:00.000-08:00

2010 Hummer Robby Gordon Off-Road - Click above for high-res image gallery

We almost skipped the Hummer section of the General Motors booth this year at SEMA, concentrating instead on the plethora of Chevrolet Camaro concepts all around them. When we went back for a second look at the day's new design for the Graphics Camaro, we saw the truck above and figured we should probably reconsider avoiding HUMMER after all. We took some pics and scrounged up the press release which you'll find after the jump.

There were four different Hummers on display. The one shown above is a Robby Gordon Off-Road race truck that is absolutely ridiculous -- in a good way. This H3 was built to campaign in the 2010 Dakar Rally and is a full-blown, tube-chassis race truck, just like the Trophy Trucks you'll see running in the Baja 1000.

Next up was the Rod Hall Racing H3 Alpha. This is a stock-class desert runner that ran the 2009 SCORE International Baja 1000., meaning that it features a stock frame, stock suspension design and production-based engine.

The other two trucks were Hummer concepts. First up was the H3 Moab. Said to be inspired by trails like Steel Bender, Moab Rim, and Poison Spyder, it's a 300-horsepower, V8-powered H3 Alpha with dual locking differentials, a Rancho four-inch front suspension lift, custom rear spring-over conversion, and 35-inch BF Goodrich Mud-Terrain KM2 tires mounted on custom 17-inch two-piece Monster Black Competition Beadlock Raceline Wheels by Allied.

Last but not least is the H3T Sportsman. It's been customized with a combination of powertrain modifications, suspension enhancements and an assortment of genuine factory accessories and aftermarket components. The standard Alpha 5.3-liter V8 has been boosted by a healthy 70 horsepower. Suspension upgrades include Light Racing JounceShocks and two-inch-diameter Rod Hall Racing piggyback reservoir-type performance shocks.

Altogether a pretty nifty quartet of Hummers that we'll probably never own. Check out the gallery and all the details after the jump.

GM officially sells Hummer to China's Sichuan Tengzhong 2009

2009-10-10T09:00:00.000-07:00

General Motors has reached an agreement to offload Hummer onto China's Sichuan Tengzhong Heavy Industrial Machinery, with Tengzhong taking an 80 percent stake and a private investor consuming the rest.

Details on the deal (available in the press release after the jump) include Hummer contacting vehicle manufacturing from GM, with the General's Shrevport and Mishawaka plants continuing to produce vehicles through June of 2011, with a possible extension until 2012. A recent report says the sale will net GM around $150 million, although the transaction still has to be approved by both U.S. and Chinese regulatory agencies, which could come later this year or in early 2010.

Tengzhong, which only produces commercial trucks and industrial equipment, has never entered into consumer vehicles before, but according to Yang Yi, chief executive officer of Tengzhong. "We are excited about some of the initiatives already underway at HUMMER that we believe our investment will be able to accelerate, particularly related to the creation of the next generation of more fuel-efficient vehicles to meet not only future regulations but also customer expectations."

Panamera Pics Released Gallery

2009-07-05T17:21:00.000-07:00

Porsche Panamera debuts in Shanghai 2010

2009-07-04T17:18:00.000-07:00

Porsche has slowly released photos of its new Panamera sedan over the past several months, culminating to an official unveiling at the 13th Auto Shanghai, which took place today. The automaker has released a handful of new photos of the car, plus some added details. After looking over the official info, be sure to also check out our first ride report.

The Panamera has no shortage of luxury or high-tech features, and the official starting price of $89,000 is certainly better than what was rumored a few months ago. The exterior styling is controversial to say the least, yet it looks at home in the Porsche lineup. The interior is less daring, but should help raise the bar in the grand touring luxury segment.

Porsche says that the Panamera is 76 inches in width, making it an especially wide sedan. A Mercedes-Benz S-Class, by comparison, is less than 74 inches wide. The Panamera measures 55.8 inches in height and 195.7 inches in length. This makes for a roomy interior, especially for just four passengers. The cabin is complete with 18-way adjustable front seats, and 8-way adjustable rear seats.

The entry-level powerplant will be Volkswagen’s 3.6-liter six-cylinder engine with 300 horsepower. The ‘S’ model will deliver 400 hp from a 4.8-liter V8, and the Turbo variant will offer an estimated 500 horses. The Panamera S will start at $89,000, while the all-wheel-drive 4S will cost $93,800. The Turbo will ring in at $132,600, which is slightly more than a Cayenne Turbo. U.S. sales are to begin in October.

The rear-wheel drive Panamera S has can sprint from zero to 60 mph in 5.2 seconds on its way to a top speed of 175 mph. The Panamera 4S can hit 60 in 4.8 seconds and achieves the same top speed. The all-wheel drive Panamera Turbo sets a zero to 60 time of 4 seconds flat and a top track speed of 188 mph.

All models are equipped with Porsche’s new PDK dual-clutch gearbox. Porsche is also planning a hybrid variant of the Panamera, though the automaker failed to disclose any further details. The turbocharged version will come standard with all-wheel-drive. Rear wheel drive will be standard otherwise with four-wheel propulsion a line-wide option. A hybrid version is expected to debut later this year.

Porsche Panamera 2010

2009-07-01T17:20:00.000-07:00

Porsche boss Wendelin Wiedeking had just recently announced it in an interview with the German motoring magazine Auto, Motor & Sport, and here is the proof: Porsche’s new four-door coupé – dubbed Panamera – has begun its testing marathon this week, and we have the first footage that show the real car in full action. Scheduled for an official presentation at the 2009 Geneva show, the fourth range from Porsche is developed to be a strong competitor to the Mercedes CLS and the future Aston Martin Rapide and Volkswagen four-door coupé.

Though the Panamera takes over design elements from the 911 range, there will be significant differences, too: While the first has always kept its rear-mounted boxer engine, the newcomer will do with a choice of three front-mounted motors, though set back to the centre of the car as much as possible. The entry-level unit will be Volkswagen’s 3.5-litre six-cylinder unit developing 300 bhp, while Porsche’s own drivetrain will be a direct-injection eight-cylinder petrol engine, available in naturally-aspirated guise (350 bhp) and with twin-turbo (560 bhp). That should be enough to beat out the competition for a while: Mercedes’ CLS 63 AMG comes up with 'only' 514 bhp. However, should Stuttgart make the CLS even stronger, Zuffenhausen would strike back with the Porsche GT’s 700-bhp ten-cylinder unit ...

The target for the Panamera is to be a true sportscar while at the same time it shall be a family-car for every-day with four full seats, easy access to the rear and a luggage compartment of around 450 litres. When it hits the road in 2009, Porsche hopes to be able to sell 20,000 units annually – and to jump over the barrier of 100,000 sold cars per year.

Porsche Panamera

2009-06-30T17:16:00.000-07:00

Porsche Panamera - Click above for high-res image gallery of tech briefing

The new Panamera is without doubt one of the two most controversial vehicles ever to come from Porsche, the other, of course, being the Cayenne. While traditional Porsche fans howled at the idea of an SUV coming from the "sportscar maker," this time around, the problem is not so much the premise of a four-door, four-passenger Porsche, but rather the car's styling.

Porsche is no stranger to controversy surrounding its new models. In fact, the German automaker seems to thrive on the divisiveness. Some of the cars that purists have complained about most bitterly have been among its best sellers. Much of the same whining heard about the Cayenne and Panamera accompanied the introduction of the front-engine, water-cooled 924 and 928 in the '70s, and to a lesser extent, even the transition of the 911 from air to water cooling.

The Panamera won't be shown publicly until the Shanghai Motor Show next month, but Porsche invited several dozen international media to its Weissach R&D center this week for a workshop on the technical details of the Panamera, and we were along for the ride. Read on to learn more about what makes the Panamera tick.

Gallery: Porsche Panamera Tech Briefing and First Ride

We've been seeing spy photos of the Panamera in camouflage for several years and Porsche released official photos in production form last November. When the production photos appeared, everyone's worst fears about the design seen in spy photos appeared to be true. Instead of the sleek, sloping roofline of competitors like the Mercedes CLS and upcoming Aston Martin Rapide, the Panamera had what looked like an ungainly hunchback.

Of course, Porsche has a long history of designing cars that wouldn't be considered beautiful in the classic sense. Instead, the Germans take the "form follows function" approach. That means engineers determine what they want the car to do and then the designers work around that brief. In this case, the result is that humpback shape on the back half of the car.

Back in the late 1980s, Porsche had plans to build a similar car dubbed the 989. That project was scrapped during the recession at the end of that decade, but the styling concept for that car showed a design that looked much more like the eventual 996 and 997 generation 911s. With a sloping roofline that resembled an elegant four-door 911, this was certainly more aesthetically pleasing. However, rear headroom was severely limited. This time around, Porsche wanted a true four-person grand touring car. Thus, the roofline stays high above the rear seats before dropping off at the back.

When we arrived in Weissach, we were taken straight to the Motorsports Hall. This is the building that normally serves as the final preparation and delivery facility for customers buying Porsche racing cars. During our visit, a row of 911 GT3 Cup cars sat outside the building alongside a trio of Panameras. We immediately swarmed over the new GTs and it was again apparent that the Panamera's design is not shown to best effect in photographs. It still isn't gorgeous in the 911 sense, but is far less homely in person than we imagined.

Climbing into the back seat, it's immediately apparent that the lumpy profile pays off with ample interior room for second row passengers. Compared to the BMW X6 (not a direct competitor, but an interesting comparison in this case), six-and-a-half footers should have no problem, with clearance available even when the sunroof is ordered. The healthy 115-inch span between the axles also means that the Panamera offers plenty of room for the long-legged, as well. After a few minutes checking out the Panamera, we were ushered inside to learn all about what was under the skin.

Porsche provided four tech sessions that we rotated through along with a taxi ride in the car on the track. We began by looking at the body structure. The 195.7-inch long Panamera is a large car, and like any other big, powerful luxury machine, it's packed with hardware and technology. As we've seen over the past two decades, such cars have gotten increasingly hefty with the likes of the Maserati Quattroporte approaching 5,000 pounds. Porsche engineers aimed to keep the Panamera's mass down to something more reasonable, and they seem to have largely succeeded.

The Panamera is certainly no lightweight, but at 3,903 pounds for the base rear-drive, normally aspirated 4.8-liter model, it's lighter than expected. Even the heaviest all-wheel-drive turbo version tips the scales at just 4,344 pounds. The engineers used a mix of aluminum, magnesium, plastic and several grades of steel for the body. Three quarters of the body-in-white mass, including the central portion of the body, is steel. Easily moldable deep drawn steel is used for the side panels and roof, while high strength steel is used for the side rails, rear structure and firewall, with the rest being a mix of multi-phase, stainless and boron steels.

The heavier, stronger steel was kept to areas predominantly within the wheelbase, where it is closer to the car's center of gravity. This helps minimize the Panamera's moment of inertia and aids handling. At the car's extremities, lighter aluminum and magnesium are used. The door structures, front and rear crush structures, front fenders and hood are all stamped, extruded or cast from the light alloy. Magnesium castings are also used for the side window frames and radiator mount.

Looking around the body structure, it becomes clear that engineers have made an effort to remove material wherever it doesn't contribute any function. One clear example is the sides of the engine compartment ahead of the front suspension mounting structure. A typical vehicle would have a solid metal stamping with a plastic wheel well liner bolted behind it. The Panamera just has the wheel liner. Similarly, the aluminum stampings in the doors have been laser cut to remove excess material that doesn't contribute to the structure.

The primary plastic body component is the rear wing, which rises up at speed. It lifts up at 55 mph and tilts to an angle of incidence of -3 degrees. That's enough to trim out the air flow and keep drag to a minimum. As speeds rise above 127 mph, the wing tilts up to a positive 10 degree angle to generate some downforce. Normally aspirated models get a single piece wing while the turbo gets a multi-piece unit. As the turbo wing rises, the upper surface lifts higher, splitting in the middle and extending outward for even more surface area.

Porsche didn't want the Panamera to generate huge amounts of downforce, since that would also increase drag, which they were trying to avoid. However, the turbo generates about 15 pounds of downforce at 155 mph, making it essentially neutral. The normally aspirated cars have a drag coefficient of 0.29, while the turbos come out the wind tunnel at 0.30.

Another area where Porsche has optimized mass is with the Panamera's climate control system. They have devised a four-zone climate control system that uses a single, central core system with ductwork going to each of the seating positions. A four quadrant sun load sensor mounted on the dash measures the angle and intensity of the solar load. This signal is fed into the climate control system to help make the control more efficient.

At launch, all Panameras will be powered by 4.8-liter V8s based on the Cayenne GTS motor. The engine can be had with or without turbochargers. Both engines get direct injection that helps improve power while reducing fuel consumption. The base version spins out 400 hp at 6,500 rpm and a healthy 369 lb-ft of torque from 3,500-5,000 rpm. The force-fed versions add a turbocharger to each exhaust manifold, which boosts the output to an even 500 hp. More importantly for fans of instant thrust, the torque goes to 516 lb-ft between 2,250 and 4,500 rpm.

European buyers will be able to opt for a six-speed manual gearbox on the rear-drive, normally aspirated model. All American Panamera drivers, as well as everyone that gets all-wheel drive or a turbo, will get the seven-speed PDK transmission. This is based on the same dual clutch transmission used in the 2009 911. All PDK-equipped Panameras (meaning all U.S. market cars) will also get an automatic start-stop system, the first automatic-equipped premium car so equipped.

Porsche's engineers have also done some interesting packaging tricks with the all-wheel-drive system. A so-called "hang-on" torque distribution unit is bolted to the back of the gearbox. This electronically controlled clutch pack sends the torque to the front or rear axles as needed. The front differential housing is bolted directly to the side of the block and oil sump. Since the differential doesn't move relative to the center clutch unit, the drive shaft doesn't need any universal joints. The intermediate shaft that crosses through the sump, from the front differential over to the left half shaft, passes a mere 1 mm below the crankshaft bearing cap.

On the lower, left-front side of the block is a variable-vane pump used for steering assist. The pump can be controlled to vary the flow as needed, helping to minimize parasitic losses. Porsche chose not to use electric power steering because the engineers were unable to achieve the steering feel they wanted at the cornering forces of which the Panamera is capable – a hydraulic system ended up providing a more natural feel to the steering.

Speaking of dynamic behavior, the Panamera has some very interesting hardware on board, as well. The suspension at both ends of the car is mounted to a rigid cast aluminum sub-frame that helps maintain the relative position of the corners to each other. The front axle uses upper and lower control arms with springs mounted concentrically with the damper. At the rear, multiple links manage the kinematics of the wheels and the springs are mounted separately from the dampers.

The standard configuration employs coil springs. Turbo models replace the coils with air springs that are also optionally available on the normally aspirated models. Each air spring has a valve that controls the volume of the spring. The valve is closed in Sports Plus mode, cutting off half the volume of the spring and increasing the effective spring rate. Activating the Sport switch on the center console tightens up the adaptive damping system, which uses additional accelerometers, curve inclination and wheel motion sensors to manage the dampers at each corner.

With the Porsche Dynamic Chassis Control, active anti-roll bars are included. Anti-roll bars are simply torsion bar springs tying the corners together with the body. The amount of body roll is managed by the spring rate of the bar. Actuators on both front and rear bars adjust the effective spring rates and, in combination with the adaptive damping and dual volume air springs, the Panamera can corner almost completely flat even at high lateral acceleration rates.

An important element of dynamic behavior is being able to dissipate speed. Here again, the Panamera seems to have the goods. All variants get mono-block calipers at all corners with six-piston units up front and four-pistons on the back. The non-turbos get 14.2-inch front and 13-inch rear steel rotors with the turbo upping those dimensions to a massive 15.4 and 13.8 inches. In typical Porsche fashion, buyers can also opt for the carbon ceramic composite rotors if they plan to drive their car particularly hard. In total, Porsche says its Panamera Turbo offers over 1,700 hp of braking power, so stopping consistently shouldn't be a problem.

Many high performance, all-wheel-drive cars are getting some form of torque vectoring these days that lets the drive system work in conjunction with stability control to help turn-in on corners. The PDCC system in the Panamera incorporates an electronically controlled rear differential. Under cornering forces, the differential can be variably locked, but it can't transfer drive torque to the outside wheel to help push the car around the corner like Acura's SH-AWD system. Instead, the inside rear brake is applied to send torque to the outer wheel.

For really serious drivers, Porsche is also offering the Sports Chrono package that adds a Sport Plus button. In addition to the tighter damping and air springs, this mode drops the whole body by 25 mm.

During the development of the Panamera, the body spent a lot of time in the wind tunnel with several goals in mind. Obviously, aerodynamic drag was one focus, but so was noise reduction. Since this is a luxury high performance car, Porsche wanted the interior to be quiet but still sporting. We were shown one of the wind tunnel clay models used to test various detail design elements. The model had dozens of surface mount microphones embedded in the clay which were used to measure the sound as air flowed over the body.

One of the main sources of audible wind noise in a car at speed is the airflow around the A-pillars and mirrors. The A-pillar of the clay model was easily replaceable and several of the examples were shown, each with a slightly different profile and, hence, a different sound profile. Another aspect of the body that contributed to drag and noise reduction was the underbody, which is completely enclosed on the Panamera. That's a first in this segment, according to Porsche.

The exhaust system engineers also spent plenty of time making sure that sounds that did get through were appropriate for a Porsche. Extensive nodal analysis of both the exhaust flow path and the components within the exhaust system were aimed at producing a deep bark when the car is pushed hard. It was emphasized that no artificial sounds were added to the mix, only the natural sounds of the V8 were allowed through.

Once we finished reviewing all of the Panamera's technology, it was time to go for a "taxi" ride. The Weissach development center has an excellent test track on which to exercise cars that features an array of different kinds of corners, elevation changes and surfaces. Outsiders won't be allowed to drive the Panamera until this summer, though we did have a chance to ride along with some of Porsche's top-notch test drivers. Three of us hopped into a Panamera along with a driver, which instantly highlighted the Panamera's most obvious strength.

Porsches have always been known for having great front seats. Aside from the Cayenne, the back seats in any other Porsche are probably best left simply folded down and forgotten, especially the 911. There is none of that 2+2 nonsense with the Panamera. This is a true four-seater offering rear seats that no one will consider punishment. They're fitting of a sporting car with real lateral support and plenty of space to stretch out. In fact, the 15.7-cu-ft of space under the rear hatch can easily accommodate four suitcases, meaning this could be a real four person road trip machine.

The rear seat backs can fold down 60/40 for those times when you need to pick up some flat pack furniture from IKEA. With both seats folded, the Panamera can accommodate 44.2 cu ft of stuff. For ski weekends, there is also a center pass through preserving both rear seats.

We started off on the track in Comfort mode as our turbo Panamera taxi roared off. Over rough pavement (still much better than typical Michigan roads), the Panamera maintained a remarkably smooth ride for a car with such high performance capability. Tracking through corners, there was some noticeable body roll in this mode. At the end of the first lap, the driver switched over to Sport Plus mode and then did a couple of hot laps.

For a 4,300-pound car with four adult males aboard, the Panamera felt like it was definitely capable of matching Porsche's performance claims of 0-62 mph in just 4.2 seconds. The Sport Plus mode snubbed out roll effectively and kept the body parallel to the ground while still not being too punishing. After a short break, we switched cars and seating positions and got into the back of a normally aspirated 4S.

Those who are susceptible to motion sickness may want to avoid sitting in the back seat of this car with a fast driver. It's not that the car does anything wrong – on the contrary, the capabilities are so high that the weak stomached will experience stronger forces than they are accustomed to. Fortunately, the back seats are up to the task and feel as good as the fronts.

The sensations we felt from the passenger positions of the Panamera definitely had us forgetting what the car's rear profile looks like. It wasn't until we climbed back out that the hunchback returned to mind, and by then it suddenly didn't look so bad. It's still not beautiful, but if we had $100,000 to drop in a quest for a really fast four-seater, this would certainly be on the list. We can't wait to try the Panamera from the driver's seat.

Gallery: Porsche Panamera Tech Briefing and First Ride

All photos Copyright ©2009 Sam Abuelsamid / Weblogs, Inc.
Our travel and lodging for this media event was provided by the manufacturer.

Review of New Porsche Panamera

2009-06-28T17:15:00.000-07:00

Porsche Panamera is sincere, he is the only coupe with four doors and four seats. Porsche has never been like this that create. And the designer’s biggest challenges is to make the Porsche rear seat passengers may luxury.

Porsche Panamera 2009
With the roof coupe form, the biggest challenge the team led by Michael Mauer is to provide adequate head room for rear passengers. “The solution is to provide a visual impression that this coupe with chrome corral door frame. While the roof is made slightly higher, “said Mauer.

Unlike the Maserati Quartoporte that also have siluet coupe, Panamera has liftback (back door) are large, so loading and unloading luggage more easily. Individual seat back, with a high back rest that can be electronically rebounding.

Give a large luggage space key to make the car actually four-seat coupe is not a 2 +2 (two rear seats is very small so it does not sit comfortably for adults). According to Mauer, even though they are tall will still got the head room, leg room, shoulder room and a comfortable.

Panamera is available with two engine choices 4.8 direct-injection V8, both of them are now used Cayenne SUV. S and 4S models, this engine produces 394hp and 369 power lb-ft torsi. If the machine is added with turbo, production melesat charged torsi up to 493hp and 516lb-ft. Panamera S gearbox is standard 6-speed manual. For the Panamera Turbo 4S and is 7-speed double clutch.

Overall the system uses stop / start-the first in the Porsche-which reduces fuel consumption by turning off the engine when the car stops. In North America, the car will be marketed starting in October with the upcoming $ 89,800 starting price.

New Porsche Panamera unveiled in Shanghai Motor Show

2009-06-25T17:13:00.001-07:00

Porsche has officially unveiled the new four-seat Porsche Panamera in Shanghai Motor Show 2009. Porsche Panamera is Porsche’s fourth model series, with three variants entering the market in Germany this summer and US in October. The official starting price of Porsche Panamera is $89,000. All models are equipped with Porsche’s new PDK dual-clutch gearbox. Porsche is also planning a hybrid variant of the Panamera, which is expected to debut later this year.

Gallery and the press release after the jump…

Official press release:
Porsche Panamera makes World Debut in Shanghai

Stuttgart. Dr. Ing. h.c. F. Porsche AG, Stuttgart, presented the Panamera to the world public today at the 13th Auto Shanghai. Joining the 911, the Cayenne, and the Boxster/Cayman, this new four-door Gran Turismo is Porsche’s fourth model series, with three variants entering the market in Germany on 12 September 2009. The Panamera is making its debut as an eight-cylinder delivering 400 and, respectively, 500 horsepower and with both rear-wheel and all-wheel drive, a six-cylinder gasoline model and a hybrid version following later.

Klaus Berning, Executive Vice-President Sales and Marketing of Porsche AG, expressed a clear view at the world debut of the Panamera: “Introducing the Panamera, we are entering a market segment completely new for our customers and we are once again consistently expanding our model portfolio.

New Porsche Panamera unveiled in Shanghai Motor Show

2009-06-25T17:13:00.000-07:00

Gallery and the press release after the jump…

Official press release:
Porsche Panamera makes World Debut in Shanghai

Porsche Panamera premiere

2009-06-21T17:12:00.000-07:00

The new Porsche Panamera had its world premiere on the 19th of April this year 425 meters above sea level in on the 94th floor of the Shanghai World Financial Center in China. The Porsche Panamera was brought up to the world's highest event platform in the freight elevator.

The new four-door Porsche Panamera Gran Turismo will become available in the showrooms on September 12, 2009, and will be powered by a 4.8-litre V8 engine. The Porsche Panamera will be available in three versions S with 400bhp, 4S with the same power output and Turbo with 500bhp.

The Porsche Panamera price for the British market will begin at £72,266.
Porsche Press Release: Gallery

Porsche presented the Porsche Panamera to the world public today, Monday April 20, at the 13th Shanghai Auto Show in China. The new four-door Porsche Panamera Gran Turismo enters the marketplace on September 12 2009, and joins the Boxster roadster, Cayman coupe, iconic 911 sports car, and Cayenne all-wheel drive in the Porsche product portfolio.
The Porsche Panamera is making its debut with a normally-aspirated 400bhp V8 petrol engine and a twin-turbocharged 500bhp V8 petrol engine, and in both rear-wheel and all-wheel drive chassis configurations. A six-cylinder petrol engine and hybrid-powered derivatives will join the range later.

Klaus Berning, Executive Vice-President Sales and Marketing of Porsche AG, expressed a clear view at the unveiling of the new Porsche. ”Introducing the Porsche Panamera, we are entering a market segment completely new for our customers and we are once again consistently expanding our model portfolio.“ Send through Y!M E-mail this
Porsche Panamera premiere Gallery: Porsche Panamera premiere
Through its design and looks alone, the Porsche Panamera clearly stands out from the competition at very first sight. The Porsche Panamera offers the low and sleek silhouette that is typical of a Porsche, measuring 4.97 metres (195.7”) in length but only 1.42 metres (55.9”) in height, but these dimensions cloak a generous feeling of space for four people inside.

Wolfgang Dürheimer, Executive Vice-President Research and Development of Porsche AG, added an equally clear statement: “Our engineers, technicians, and designers have invested all their
know-how, years of experience, a wealth of ideas, and their full passion for sports cars in this four-seater Gran Turismo.“

The Porsche Panamera is introducing no less than five outstanding innovations in technology to be admired for the first time in the luxury performance car class – among them the first engine Start-Stop system in conjunction with automatic transmission, air suspension with additional air volume available on demand in each spring, as well as active aerodynamics with an adjustable, multi-dimensional extending rear spoiler on the Porsche Panamera Turbo.

The Porsche Panamera sets new standards in its market segment in terms of performance,
driving dynamics and efficiency. As expected, the car benefits from the traditional Porsche core competencies and years of experience in motorsport, since efficient and powerful engines, lightweight technologies, and optimised aerodynamics are also crucial to success on the race track. All models in the Porsche Panamera range come with Porsche Direct Fuel Injection engines, low-friction drive systems, and optimised lightweight bodies.

The rear-wheel drive Porsche Panamera S is offered with a six-speed manual gearbox. The seven-speed Porsche Doppelkupplungsgetriebe (PDK) double-clutch transmission is available as an option. The Porsche Panamera 4S and Turbo have four-wheel drive and feature the PDK gearbox as standard. The active all-wheel drive system is controlled by Porsche Traction Management (PTM) via a multi-plate clutch that adjusts the engine power distribution between the front and rear axles for increased grip and agility.

Moving to the suspension, customers can choose between steel springs or adaptive air suspension with a fully-controlled damper system. Thanks to its intelligent chassis concept, the Porsche Panamera combines the driving comfort of a luxurious grand touring saloon with the driving dynamics of a thoroughbred Porsche sports car. Depending on the preferred individual style of motoring or current traffic conditions, the driver can choose to emphasise a particularly comfortable or an especially sporting set-up conveniently at the touch of a button.

The Porsche Panamera offers a unique symbiosis of sporting performance and sheer luxury. Every model offers a full leather interior, Porsche Active Suspension Management (PASM), Bi-Xenon headlights, rear ParkAssist, tyre pressure monitoring, automatic dimming rear view mirrors, Porsche Communication Management with touch-screen satellite navigation and audio controls, and a Bluetooth telephone module – complete with cordless handset for use by rear seat passengers.

The literal centrepiece of the Porsche Panamera interior is a centre console that extends from the fascia to the rear seats. The intention behind this striking design feature is that the new Gran Turismo offers an unprecedented feeling of space and driving pleasure from all four seats, and at the same time emphasises the personal ambience for each individual passenger. The driver’s seat and cockpit area offer optimum ergonomics, with a low seating position providing that sensation of direct contact with the road so typical of a Porsche. The passengers, in turn, all enjoy highly comfortable single seats.

The interior of the Porsche Panamera offers a uniquely luxurious and high technology ambience, and this may naturally be upgraded further on request by a wide range of optional extras and special equipment.

The Porsche Panamera Gran Turismo goes on sale in the UK and Ireland on 12 September 2009. The four door performance car will be priced from £72,266 for the Porsche Panamera S, £77,269 for the Porsche Panamera 4S and £95,298 for the top of the range Porsche Panamera Turbo. Every Porsche Panamera has the assurance of a Porsche Vehicle Tracking System (VTS), a sophisticated vehicle security package approved to Thatcham Category 5 standard, and customers will also be able to explore the potential of their new car by participating in a complimentary course at the new Porsche Driving Experience Centre, Silverstone.

Porsche Panamera – range overview

Porsche Panamera 1

Porsche Panamera 2

Porsche Panamera 3

Porsche Panamera 4

Porsche Panamera 5

Power Torque 0-62mph* Top speed* Combined mpg* CO2 g/km*

Panamera S 4.8-litre V8 400bhp 500Nm 5.4 secs 176mph 26.2 253

Panamera 4S 4.8-litre V8 400bhp 500Nm 5.0 secs 175mph 25.4 260

Panamera Turbo 4.8-litre V8 twin-turbo 500bhp 700Nm 4.2 secs 188mph 23.2 286

Meet Brian Deese, the 31-year-old in charge of breaking up GM 2009

2009-06-06T00:15:00.000-07:00

Many of us ABers being in our early- to mid-30s, we're less amazed that another of our ilk has risen to a decisive government position. We are, after all, a generation on the rise. The surprising part about Brian Deese's story is that he's been instrumental in shaping the Obama administration's moves to save General Motors, and this is his first official tour of duty in Washington. What qualifies a guy who hasn't even finished his Yale Law degree to steer President's automotive task force around? From what's been said about Mr. Deese, his quick ability to boil down the often competing economic and political aspects of any given issue.

Deese piped up in favor of Fiat's rescue of Chrysler, pointing out with a memo that a fire sale of the ailing automaker would send unforseen ripples out into the economy as a whole. Speaking out in such an influential manner is definitely unusual considering Deese doesn't appear to be an auto enthusiast or business propeller-head with his nose buried in studies and reports about the car industry. A childhood spent in the Boston suburb of Belmont, Massachusetts under the parentage of a college professor an an engineer, Deese did his undergraduate time at Middlebury College in Vermont before heading to Washington to work for Nancy Birdsall on international aid. A turn with former Clinton policy wonk Gene Sperling before the move to Yale, Hillary Clinton's bid for nomination brought Deese back to DC. With friends in Washington, Deese found himself hooked into the Obama team, and from there he's been running busily around our nation's capital.

If General Motors can successfully navigate Chapter 11, we'll all get to see just how well Brian Deese has done digesting the thorny chestnut that is saving our domestic auto industry.

New Porsche Panamera

2009-05-11T04:18:00.000-07:00

Set to be available next summer, the new Porsche Panamera family car will be priced at £50,000. The luxury interior offers sufficient space for the wife and two kids.

Porsche is keeping the interior a secret for now, but for the petrol heads out there, the Panamera hosts a front-mounted V6 or V8 engine and a choice of six-speed manual or Porsche’s PDK seven-speed double-clutch gearbox, offering between 300bhp to 500bhp. There’s even a green option on offer, with Porsche promising a hybrid engine for around the launch date.

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Four Porsche 911 Carrera Hits Korea

Posted 24 August 2008 by N. A. Hilal
Filed under: Auto News, New Car

Four new Porsche 911 Carrera series was unveiled in Korea last month. All series including Coupe, Cabriolet, S Coupe, and S Cabriolet offers better acceleration and consume lesser fuel, thank to the new Porsche-Doppelkupplung (PDK), Porsche’s double-clutch gearbox.

Other features included its latest PCM(Porsche Communication Management) system which is equipped with a new touchscreen and options such as a hard disk drive navigation system, Bluetooth connectivity, iPod and USB ports.

The new Porsche 911 Cabriolet cars are planned to hit the Europe this month and continue to the U.S. late this year.

The 3.6 and 3.8 litre engines found in the Carrera and Carerra S respectively, feature direct injection for the first time providing both more power and improved fuel economy. The 3.6 litre engine now produces 345 horsepower (a 20-horse increase), while the 3.8 in Carrera S gets a 30-horsepower boost, coming in at an impressive 385 HP.

Porsche Panamera: In-depth tech briefing and first ride

2009-05-11T04:17:00.000-07:00

Porsche Panamera - Click above for high-res image gallery of tech briefing

Gallery: Porsche Panamera Tech Briefing and First Ride

All photos Copyright ©2009 Sam Abuelsamid / Weblogs, Inc.

We've been seeing spy photos of the Panamera in camouflage for several years and Porsche released official photos in production form last November. When the production photos appeared, everyone's worst fears about the design seen in spy photos appeared to be true. Instead of the sleek, sloping roofline of competitors like the Mercedes CLS and upcoming Aston Martin Rapide, the Panamera had what looked like an ungainly hunchback.

Of course, Porsche has a long history of designing cars that wouldn't be considered beautiful in the classic sense. Instead, the Germans take the "form follows function" approach. That means engineers determine what they want the car to do and then the designers work around that brief. In this case, the result is that humpback shape on the back half of the car.

Back in the late 1980s, Porsche had plans to build a similar car dubbed the 989. That project was scrapped during the recession at the end of that decade, but the styling concept for that car showed a design that looked much more like the eventual 996 and 997 generation 911s. With a sloping roofline that resembled an elegant four-door 911, this was certainly more aesthetically pleasing. However, rear headroom was severely limited. This time around, Porsche wanted a true four-person grand touring car. Thus, the roofline stays high above the rear seats before dropping off at the back.

When we arrived in Weissach, we were taken straight to the Motorsports Hall. This is the building that normally serves as the final preparation and delivery facility for customers buying Porsche racing cars. During our visit, a row of 911 GT3 Cup cars sat outside the building alongside a trio of Panameras. We immediately swarmed over the new GTs and it was again apparent that the Panamera's design is not shown to best effect in photographs. It still isn't gorgeous in the 911 sense, but is far less homely in person than we imagined.

Climbing into the back seat, it's immediately apparent that the lumpy profile pays off with ample interior room for second row passengers. Compared to the BMW X6 (not a direct competitor, but an interesting comparison in this case), six-and-a-half footers should have no problem, with clearance available even when the sunroof is ordered. The healthy 115-inch span between the axles also means that the Panamera offers plenty of room for the long-legged, as well. After a few minutes checking out the Panamera, we were ushered inside to learn all about what was under the skin.

Porsche provided four tech sessions that we rotated through along with a taxi ride in the car on the track. We began by looking at the body structure. The 195.7-inch long Panamera is a large car, and like any other big, powerful luxury machine, it's packed with hardware and technology. As we've seen over the past two decades, such cars have gotten increasingly hefty with the likes of the Maserati Quattroporte approaching 5,000 pounds. Porsche engineers aimed to keep the Panamera's mass down to something more reasonable, and they seem to have largely succeeded.

The Panamera is certainly no lightweight, but at 3,903 pounds for the base rear-drive, normally aspirated 4.8-liter model, it's lighter than expected. Even the heaviest all-wheel-drive turbo version tips the scales at just 4,344 pounds. The engineers used a mix of aluminum, magnesium, plastic and several grades of steel for the body. Three quarters of the body-in-white mass, including the central portion of the body, is steel. Easily moldable deep drawn steel is used for the side panels and roof, while high strength steel is used for the side rails, rear structure and firewall, with the rest being a mix of multi-phase, stainless and boron steels.

The heavier, stronger steel was kept to areas predominantly within the wheelbase, where it is closer to the car's center of gravity. This helps minimize the Panamera's moment of inertia and aids handling. At the car's extremities, lighter aluminum and magnesium are used. The door structures, front and rear crush structures, front fenders and hood are all stamped, extruded or cast from the light alloy. Magnesium castings are also used for the side window frames and radiator mount.

Looking around the body structure, it becomes clear that engineers have made an effort to remove material wherever it doesn't contribute any function. One clear example is the sides of the engine compartment ahead of the front suspension mounting structure. A typical vehicle would have a solid metal stamping with a plastic wheel well liner bolted behind it. The Panamera just has the wheel liner. Similarly, the aluminum stampings in the doors have been laser cut to remove excess material that doesn't contribute to the structure.

The primary plastic body component is the rear wing, which rises up at speed. It lifts up at 55 mph and tilts to an angle of incidence of -3 degrees. That's enough to trim out the air flow and keep drag to a minimum. As speeds rise above 127 mph, the wing tilts up to a positive 10 degree angle to generate some downforce. Normally aspirated models get a single piece wing while the turbo gets a multi-piece unit. As the turbo wing rises, the upper surface lifts higher, splitting in the middle and extending outward for even more surface area.

Porsche didn't want the Panamera to generate huge amounts of downforce, since that would also increase drag, which they were trying to avoid. However, the turbo generates about 15 pounds of downforce at 155 mph, making it essentially neutral. The normally aspirated cars have a drag coefficient of 0.29, while the turbos come out the wind tunnel at 0.30.

Another area where Porsche has optimized mass is with the Panamera's climate control system. They have devised a four-zone climate control system that uses a single, central core system with ductwork going to each of the seating positions. A four quadrant sun load sensor mounted on the dash measures the angle and intensity of the solar load. This signal is fed into the climate control system to help make the control more efficient.

At launch, all Panameras will be powered by 4.8-liter V8s based on the Cayenne GTS motor. The engine can be had with or without turbochargers. Both engines get direct injection that helps improve power while reducing fuel consumption. The base version spins out 400 hp at 6,500 rpm and a healthy 369 lb-ft of torque from 3,500-5,000 rpm. The force-fed versions add a turbocharger to each exhaust manifold, which boosts the output to an even 500 hp. More importantly for fans of instant thrust, the torque goes to 516 lb-ft between 2,250 and 4,500 rpm.

European buyers will be able to opt for a six-speed manual gearbox on the rear-drive, normally aspirated model. All American Panamera drivers, as well as everyone that gets all-wheel drive or a turbo, will get the seven-speed PDK transmission. This is based on the same dual clutch transmission used in the 2009 911. All PDK-equipped Panameras (meaning all U.S. market cars) will also get an automatic start-stop system, the first automatic-equipped premium car so equipped.

Porsche's engineers have also done some interesting packaging tricks with the all-wheel-drive system. A so-called "hang-on" torque distribution unit is bolted to the back of the gearbox. This electronically controlled clutch pack sends the torque to the front or rear axles as needed. The front differential housing is bolted directly to the side of the block and oil sump. Since the differential doesn't move relative to the center clutch unit, the drive shaft doesn't need any universal joints. The intermediate shaft that crosses through the sump, from the front differential over to the left half shaft, passes a mere 1 mm below the crankshaft bearing cap.

On the lower, left-front side of the block is a variable-vane pump used for steering assist. The pump can be controlled to vary the flow as needed, helping to minimize parasitic losses. Porsche chose not to use electric power steering because the engineers were unable to achieve the steering feel they wanted at the cornering forces of which the Panamera is capable – a hydraulic system ended up providing a more natural feel to the steering.

Speaking of dynamic behavior, the Panamera has some very interesting hardware on board, as well. The suspension at both ends of the car is mounted to a rigid cast aluminum sub-frame that helps maintain the relative position of the corners to each other. The front axle uses upper and lower control arms with springs mounted concentrically with the damper. At the rear, multiple links manage the kinematics of the wheels and the springs are mounted separately from the dampers.

The standard configuration employs coil springs. Turbo models replace the coils with air springs that are also optionally available on the normally aspirated models. Each air spring has a valve that controls the volume of the spring. The valve is closed in Sports Plus mode, cutting off half the volume of the spring and increasing the effective spring rate. Activating the Sport switch on the center console tightens up the adaptive damping system, which uses additional accelerometers, curve inclination and wheel motion sensors to manage the dampers at each corner.

With the Porsche Dynamic Chassis Control, active anti-roll bars are included. Anti-roll bars are simply torsion bar springs tying the corners together with the body. The amount of body roll is managed by the spring rate of the bar. Actuators on both front and rear bars adjust the effective spring rates and, in combination with the adaptive damping and dual volume air springs, the Panamera can corner almost completely flat even at high lateral acceleration rates.

An important element of dynamic behavior is being able to dissipate speed. Here again, the Panamera seems to have the goods. All variants get mono-block calipers at all corners with six-piston units up front and four-pistons on the back. The non-turbos get 14.2-inch front and 13-inch rear steel rotors with the turbo upping those dimensions to a massive 15.4 and 13.8 inches. In typical Porsche fashion, buyers can also opt for the carbon ceramic composite rotors if they plan to drive their car particularly hard. In total, Porsche says its Panamera Turbo offers over 1,700 hp of braking power, so stopping consistently shouldn't be a problem.

Many high performance, all-wheel-drive cars are getting some form of torque vectoring these days that lets the drive system work in conjunction with stability control to help turn-in on corners. The PDCC system in the Panamera incorporates an electronically controlled rear differential. Under cornering forces, the differential can be variably locked, but it can't transfer drive torque to the outside wheel to help push the car around the corner like Acura's SH-AWD system. Instead, the inside rear brake is applied to send torque to the outer wheel.

For really serious drivers, Porsche is also offering the Sports Chrono package that adds a Sport Plus button. In addition to the tighter damping and air springs, this mode drops the whole body by 25 mm.

During the development of the Panamera, the body spent a lot of time in the wind tunnel with several goals in mind. Obviously, aerodynamic drag was one focus, but so was noise reduction. Since this is a luxury high performance car, Porsche wanted the interior to be quiet but still sporting. We were shown one of the wind tunnel clay models used to test various detail design elements. The model had dozens of surface mount microphones embedded in the clay which were used to measure the sound as air flowed over the body.

One of the main sources of audible wind noise in a car at speed is the airflow around the A-pillars and mirrors. The A-pillar of the clay model was easily replaceable and several of the examples were shown, each with a slightly different profile and, hence, a different sound profile. Another aspect of the body that contributed to drag and noise reduction was the underbody, which is completely enclosed on the Panamera. That's a first in this segment, according to Porsche.

The exhaust system engineers also spent plenty of time making sure that sounds that did get through were appropriate for a Porsche. Extensive nodal analysis of both the exhaust flow path and the components within the exhaust system were aimed at producing a deep bark when the car is pushed hard. It was emphasized that no artificial sounds were added to the mix, only the natural sounds of the V8 were allowed through.

Once we finished reviewing all of the Panamera's technology, it was time to go for a "taxi" ride. The Weissach development center has an excellent test track on which to exercise cars that features an array of different kinds of corners, elevation changes and surfaces. Outsiders won't be allowed to drive the Panamera until this summer, though we did have a chance to ride along with some of Porsche's top-notch test drivers. Three of us hopped into a Panamera along with a driver, which instantly highlighted the Panamera's most obvious strength.

Porsches have always been known for having great front seats. Aside from the Cayenne, the back seats in any other Porsche are probably best left simply folded down and forgotten, especially the 911. There is none of that 2+2 nonsense with the Panamera. This is a true four-seater offering rear seats that no one will consider punishment. They're fitting of a sporting car with real lateral support and plenty of space to stretch out. In fact, the 15.7-cu-ft of space under the rear hatch can easily accommodate four suitcases, meaning this could be a real four person road trip machine.

The rear seat backs can fold down 60/40 for those times when you need to pick up some flat pack furniture from IKEA. With both seats folded, the Panamera can accommodate 44.2 cu ft of stuff. For ski weekends, there is also a center pass through preserving both rear seats.

We started off on the track in Comfort mode as our turbo Panamera taxi roared off. Over rough pavement (still much better than typical Michigan roads), the Panamera maintained a remarkably smooth ride for a car with such high performance capability. Tracking through corners, there was some noticeable body roll in this mode. At the end of the first lap, the driver switched over to Sport Plus mode and then did a couple of hot laps.

For a 4,300-pound car with four adult males aboard, the Panamera felt like it was definitely capable of matching Porsche's performance claims of 0-62 mph in just 4.2 seconds. The Sport Plus mode snubbed out roll effectively and kept the body parallel to the ground while still not being too punishing. After a short break, we switched cars and seating positions and got into the back of a normally aspirated 4S.

Those who are susceptible to motion sickness may want to avoid sitting in the back seat of this car with a fast driver. It's not that the car does anything wrong – on the contrary, the capabilities are so high that the weak stomached will experience stronger forces than they are accustomed to. Fortunately, the back seats are up to the task and feel as good as the fronts.

The sensations we felt from the passenger positions of the Panamera definitely had us forgetting what the car's rear profile looks like. It wasn't until we climbed back out that the hunchback returned to mind, and by then it suddenly didn't look so bad. It's still not beautiful, but if we had $100,000 to drop in a quest for a really fast four-seater, this would certainly be on the list. We can't wait to try the Panamera from the driver's seat.

Porsche Panamera finally gets its public unveiling

2009-05-11T04:16:00.001-07:00

2010 Porsche Panamera unveiing - click above for more high-res images

Underscoring the increasing importance of the Chinese market to automakers around the world, Porsche has unveiled its newest model at the Shanghai Motor Show. We've seen official images of the Panamera for at least six months and even had a chance to ride in it last month in Germany but this is the first time the public has been able to see it in person.

The true four-seat Panamera goes on sale this Fall with normally aspirated and turbocharged versions of the company's 4.8-liter direct-injected V8 in all markets. Some markets will also get Audi's new supercharged 3.0-liter V6 and a hybrid system will join the lineup in 2011. Check out our in-depth run-down of the technology in the Panamera which will have to hold you over until we get to drive the Panamera this summer. We hope to have more live shots soon, but for now, click on the galleries below and check out the official press release after the jump.

Gallery: 2010 Porsche Panamera

Gallery: Porsche Panamera Tech Briefing and First Ride

[Source: Porsche]

PRESS RELEASE:

Porsche Panamera makes World Debut in Shanghai

Stuttgart. Dr. Ing. h.c. F. Porsche AG, Stuttgart, presented the Panamera to the world public today at the 13th Auto Shanghai. Joining the 911, the Cayenne, and the Boxster/Cayman, this new four-door Gran Turismo is Porsche's fourth model series, with three variants entering the market in Germany on 12 September 2009. The Panamera is making its debut as an eight-cylinder delivering 400 and, respectively, 500 horsepower and with both rear-wheel and all-wheel drive, a six-cylinder gasoline model and a hybrid version following later.

Klaus Berning, Executive Vice-President Sales and Marketing of Porsche AG, expressed a clear view at the world debut of the Panamera: "Introducing the Panamera, we are entering a market segment completely new for our customers and we are once again consistently expanding our model portfolio."

Through its design and looks alone, the Panamera clearly stands out from the competition at very first sight. Like no other car in its class, it offers a truly unique combination of sporting performance and luxurious comfort. Despite its low and sleek silhouette so typical of Porsche, the Panamera, measuring 4.97 metres (195.7") in length but only 1.42 metres (55.9") in height, ensures a generous feeling of space on all four seats.

Wolfgang Dürheimer, Porsche's Executive Vice-President Research and Development, added an equally clear statement: "Our engineers, technicians, and designers have invested all their know-how, years of experience, a wealth of ideas, and their full passion for sports cars in this four-seater Gran Turismo."

The Panamera is introducing no less than five outstanding innovations in technology as world premieres to be admired for the first time in the luxury performance class – among them the first Start-Stop system in conjunction with automatic transmission, air suspension with additional air volume available on demand in each spring, as well as active aerodynamics with an adjustable, multi-dimensional, extendable rear spoiler on the Panamera Turbo.

Porsche's Gran Turismo sets new standards in its market segment in terms of performance, driving dynamics and efficiency, benefiting from Porsche's traditional core competences and years of experience in motorsport, since efficient and powerful engines, lightweight technologies, and optimised aerodynamics are crucial to success also on the race track. All models in the Panamera range come with Porsche Direct Fuel Injection, low-friction drive systems, and weight-optimised lightweight bodies.

Moving on to the suspension, the customer can choose among steel suspension or adaptive air suspension with a fully-controlled damper system. And thanks to its intelligent chassis concept, the Panamera combines the driving comfort of a luxurious grand touring saloon with the driving dynamics of a thoroughbred Porsche sports car. Depending on his individual style of motoring or current traffic conditions, the driver can choose either a particularly comfortable or an especially sporting set-up most conveniently at the touch of a button.

With its centre console extending back from the dashboard all the way to the rear seats, Porsche's new Gran Turismo offers an unprecedented feeling of space and motoring pleasure on all four seats, highlighting the personal ambience and style of each individual passenger. The driver's seat and cockpit offers optimum ergonomics all round, a low seating position providing that direct contact to the road again so typical of Porsche. The passengers, in turn, all enjoy highly comfortable single seats. The luxuriously appointed interior, finally, already offering a supreme standard on the regular series models, may naturally be upgraded on request by a wide range of optional extras and special equipment.

Porsche Panamera First Look

2009-05-11T04:14:00.000-07:00

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The Panamera is meant to be a GT car that can hold four adults and their luggage, yet it can still hold its own around the Weissach test track. (Photo courtesy of Porsche Cars North America, Inc.)

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Low and wide, the front end of the Panamera presents a distinctively Porsche face. (Photo courtesy of Porsche Cars North America, Inc.)

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"Four-door hatchback" doesn't seem to be the right description for a Porsche, but pictures don't lie. (Photo courtesy of Porsche Cars North America, Inc.)

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Porsche claims a 0-60 time of 4.0 seconds for the 4.8-liter twin-turbo engine, rated at 493 hp and 516 lb-ft of torque. (Photo by Dan Edmunds)

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A beefed-up starting system enables all Panameras to employ start-stop, a fuel saving strategy that shuts the engine down at signals and automatically re-fires it when the driver releases the brake. (Photo by Dan Edmunds)

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The 4.8-liter V8 produces 394 hp in S configuration and 493 hp for the Turbo. (Photo courtesy of Porsche Cars North America, Inc.)

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To deliver all-wheel drive for the 4S and Turbo, the front axle passes through the lower reaches of the engine block to get to the other side. (Photo courtesy of Porsche Cars North America, Inc.)

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All the elements of the high-mount double-wishbone front suspension are made from aluminum, reducing weight and improving the Panamera's polar moment of inertia. (Photo courtesy of Porsche Cars North America, Inc.)

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Aluminum is used for the multilink rear suspension, which features a single lower wishbone, a two-piece upper arm and a toe link. (Photo courtesy of Porsche Cars North America, Inc.)

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The Turbo's suspension uses air springs to allow a choice between a comfortable ride and an aggressive setup; it's optional on S and 4S models. (Photo courtesy of Porsche Cars North America, Inc.)

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Welcome to the first Porsche sedan. (Photo courtesy of Porsche Cars North America, Inc.)

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Steering wheel spokes incorporate sliding buttons to activate the PDK transmission. (Photo courtesy of Porsche Cars North America, Inc.)

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The PDK seven-speed dual-clutch automated manual transmission works great, and it has launch control that won't void the warranty. (Photo courtesy of Porsche Cars North America, Inc.)

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Porsche tries to catch up with other luxury sedans with this upgraded navigation system. (Photo courtesy of Porsche Cars North America, Inc.)

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The Panamera's interior is trimmed like that of a luxury sedan. (Photo courtesy of Porsche Cars North America, Inc.)

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The rear seat is surprisingly spacious, and the seats recline, too. (Photo courtesy of Porsche Cars North America, Inc.)

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The Panamera's brakes feature massive six-piston front and four-piston rear fixed aluminum calipers; pay an estimated $8,500 more to upgrade to carbon-ceramic discs. (Photo courtesy of Porsche Cars North America, Inc.)

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The Panamera's optional active stabilizer bar system reduces body roll in corners and then relaxes roll stiffness for comfort on lumpy lanes. (Photo courtesy of Porsche Cars North America, Inc.)

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The Panamera Turbo gets an active rear spoiler that automatically toggles its angle of attack from -3 to +10 degrees, depending on speed. (Photo courtesy of Porsche Cars North America, Inc.)

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We didn't get a front-seat ride in the Panamera. (Photo courtesy of Porsche Cars North America, Inc.)

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This is a big car, although it's still significantly lighter and smaller than its competition. (Photo courtesy of Porsche Cars North America, Inc.)

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The Panamera comes in three different models: S, 4S and Turbo. (Photo courtesy of Porsche Cars North America, Inc.)

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At Porsche, it's always about the rear end. (Photo courtesy of Porsche Cars North America, Inc.)

Think of It as a First Backseat Drive

We're in a 2004 Ford E-350 shuttle van on the way to the airport and we're about to yank the steering wheel out of the driver's hands and give him some pretty firm advice about his coordination of the throttle and brake pedals.

We hate being a passenger.

Nevertheless, we're on our way to the famous Porsche test track at Weissach, out in the German countryside west of Stuttgart, where we're going to see the 2010 Porsche Panamera. We've already been warned that there will be no test-driving of the four-door Panamera sedan — not by any non-Porsche personnel, anyway.

Rats. We hate being a passenger.

Ride, Captain, Ride
After 10 hours in a Boeing 747-400 and then another hour in a Setra S415 bus, we're woozy and sleepless. Sure, these are luxury rides, but did we mention that we hate being a passenger?

Finally we're at Weissach, the famous development center that's the home of all things Porsche. A dozen Porsche 911 GT3 Cup cars in plain white have been lined up precisely like so many Kias on a sales lot, waiting for their respective race teams to pick them up, cover them with sponsor logos and then flog the tar out of them.

And then there is the 2010 Porsche Panamera. Or rather there are three of them: a rear-wheel-drive S, an all-wheel-drive 4S and the all-wheel-drive Turbo. Lower and wider than expected, they all look much better in the metal than in any photograph.

Still, this front-engine car is not pretty in the Italian-supercar sense of the word. Up front, the Panamera is pure Porsche, but farther back there are four doors and a generous hatchback, lending the car a bloated look. You've seen it before in the Porsche 928 — and the AMC Pacer.

They Meant To Do That
Like the Pacer, the Panamera's styling results from an inside-out design approach, though our German hosts utterly failed to make the same analogy. What they said instead was that the Panamera needed to be a true Grand Touring car with seats for four full-size adults and their luggage. And so it is. Our 6-foot-2 frame fits easily in the backseat, with plenty of legroom, headroom and space for a cross-country trip. And by country, we mean the U.S.A., not Monaco.

The rear seats are eight-way power-adjustable units that not only recline but also feature adjustable thigh support and powered lumbar support. There are seat heaters and flow-through cooling fans in the bottom cushions and backrests. This is quite a departure in backseat design from the company that brought you the jump seats in the back of the 911.

The precisely mitered space beneath the 2010 Porsche Panamera's rear hatch is generous as well, offering 15.7 cubic feet of capacity. Flop the rear seatbacks forward and you get a flat load floor and 44.6 cubic feet. We tell the Porsche engineers that you could use the Panamera to make a run to Costco or Home Depot. They seem confused by our comment.

Performance Matters, but So Does Comfort
Porsche wants the 2010 Panamera to be comfortable in motion as well as at rest, and our hosts speak of ride quality, quiet and the need to be able to hear the stereo properly. But it is also meant to be a Porsche.

So instead of starting with a mainstream sedan and making an AMG or M-sport version with add-on styling bits and retuned suspension bits, Porsche designed in the performance at the start. So the balance between comfort and performance is preengineered, not reengineered.

It all starts with a low, wide body with the traditional Porsche shape, which pays immediate dividends in terms of light weight and a low center of gravity. The car measures 195.6 inches overall, and it's 76 inches wide and 55.8 inches high. It rides on a 115-inch wheelbase.

While the central core of the Panamera's body structure is steel for rigidity, crashworthiness and good acoustics, the front frame horns are aluminum. The hood, doors and rear hatch are also aluminum, as are the front double-wishbone suspension and the rear multilink suspension and their subframes.

As a result, the rear-wheel-drive Panamera S weighs 3,968 pounds by Porsche's measure. While that's not exactly as light as a Lotus, the Panamera is substantially lighter than the 4,387-pound Maserati Quattroporte or the 4,663-pound Mercedes-Benz S63 AMG. Just as important, minimizing the weight at the extreme ends of a car reduces its polar moment of inertia, and this produces quicker handling reflexes. And keeping the suspension's unsprung mass to the absolute minimum with aluminum simultaneously improves road-holding and ride comfort.

Tech Tricks
The Panamera Turbo has an air suspension system that features a neat trick. In normal mode, the full volume of the air chamber in each suspension unit is available, a configuration that delivers a smooth ride. Flick the cockpit switch to Sport Plus and an internal valve reduces the volume by half, increasing the spring rate for high-speed driving and lowering the ride height in the bargain. This suspension system is also optional for the Panamera S and Panamera 4S.

Then there's Porsche's PDCC (Porsche dynamic chassis control), a system of active stabilizer bars that we praised when it was introduced by the Porsche Cayenne. Here it de-couples the stabilizer bars while you're driving straight down the road, improving ride comfort over the bumps. In the corners, the bars come into play again, reducing body roll to a level determined by the suspension calibration that you select with the cockpit-mounted switch. This option is worth every penny you pay for it.

If you want to further reduce unsprung weight, opt for the PCCB system (Porsche carbon ceramic brakes). Taken together, these trick carbon-ceramic rotors and their respective calipers are said to weigh less than half that of a standard setup with steel rotors. It's worth every thousand of the multiple thousands it costs if you attend track days, but the Panamera seems unlikely to see such duty.

Stir in Some Horsepower
There's a 32-valve, DOHC 4,806cc V8 engine under the Panamera's hood, and it's rated at 393 horsepower at 6,500 rpm and makes 369 pound-feet of torque from 3,500 rpm to 5,000 rpm. Twin turbochargers pump the output of the Turbo model's V8 to 493 hp.

The 2010 Porsche Panamera comes with a seven-speed, dual-clutch PDK automated manual transmission, but this is an all-new two-shaft design rather than the three-shaft unit featured in the new 911, so it fits down the long, slender transmission tunnel without hogging much interior space. Porsche promises that the Panamera S should get to 60 mph from a standstill in a bit less than 4.0 seconds. We're kind of disappointed that no manual transmission will be available, though.

Clearly, the Panamera has performance chops. But it's relatively fuel-efficient, too. No official EPA figures exist yet, but European ratings translate to 15 mpg urban (city) and 30 mpg extra-urban (highway) for the S. One of the reasons is the Panamera's use of a simple stop-start system for the engine, so the engine automatically shuts down at traffic signals and restarts when the driver releases the brakes. A traditional starter motor with a beefed-up duty cycle does the work here, taking cues from the engine control software. This hybrid-style technology is already appearing in a lot of different cars in Europe and you can expect to see it here in the U.S.

But How Does It Drive?
Just as Porsche warned, we're unable to get behind the steering wheel of a Panamera under power. As a consolation prize, however, the engineers offer up a "taxi ride" around their test track. And by taxi ride, they mean that we get to sit in the backseat while a Porsche factory test pilot hurtles the car around the narrow, guardrail-lined Weissach test track. We figure this is some kind of cruel attempt to make us lose our lunch one hour before we're actually scheduled to eat it.

Here's how it looks:

The rear seat is comfortable, but being a passenger sucks. We want to drive this thing, especially on this track where so many famous Porsche cars have been tested. The Panamera Turbo is fast — blazingly so. Tail-out slides on the throttle are no sweat, even though we've got all-wheel drive. The deceleration from the PCCB brakes tugs at our gastrointestinal tract. And while the twin-turbo V8 is docile and quiet just off idle, it barks purposefully when thrashed.

It's hard to judge the Panamera's ride quality on the calmer laps, but the two-stage air suspension does indeed have a split personality that effectively serves the needs of the cruiser and the careener.

Nearly Here
We now know that 2010 Porsche Panamera will start at $89,800 for the S model, rising to $93,800 for the 4S and $132,600 for the Turbo. The prices of the various options will be set sometime before the car's official introduction on October 17. But the 2009 Cayenne Turbo lists carbon-ceramic brakes at $8,840 and the PDCC active stabilizer bars at $3,510.

If Porsche made the Panamera look absolutely sleek and beautiful, then the backseat wouldn't be habitable. But if the backseat weren't a place where actual humans could sit, what would be the point of a four-door Porsche like the 2010 Porsche Panamera?

And that's basically the question for the market at large. And we'll start learning the answer when the Panamera starts arriving on these shores this fall.

Porsche Panamera 2010

2009-05-11T04:13:00.000-07:00

Porsche chairman Wendelin Wiedeking has publicly stated that the company soon will add a fourth model line to its existing products--the Boxster/Cayman, the 911, and the Cayenne.

Porsche will show a concept of this vehicle, a four-door coupe, at this fall's Frankfurt auto show. However, the production version has not received final approval, and reports suggesting that the vehicle will be called the Panamera remain unconfirmed.

We can tell you, though, that it will be a hatchback using existing component modules and a brand-new platform and sheetmetal. CayenneV-8s, in naturally aspirated and turbocharged forms, will make about 350 hp and 500 hp. A detuned version of the Carrera GT's V-10 is also possible. The engines will be mounted front-midship, driving either the rear or all four wheels. No doubt, Porsche is watching sales of the Mercedes-Benz CLS very carefully, but Porsche's sales targets are likely to be a modest 20,000 vehicles a year worldwide, starting in 2008.

Panamera emerges Porsche officially 'unveils' the Panamera saloon with a teaser pic and a dedicated website.

2009-05-11T04:12:00.000-07:00

Porsche has today released the first official image of the new Panamera.

The image shows very little of the all-new model, though it represents the first approved appearance of the saloon after a steady stream of spy shots showing Porsche’s worst kept secret.

It also marks the beginning of the car’s advertising campaign, as the German maker launches a new website called Panamera Online Magazine, which can be found at www.porsche.com/panamera.

The announcement is the first time the maker has officially used the Panamera name for its forthcoming four seater, though it will still be some time before we get to see the car revealed in full – the next phase of the Panamera drip feed begins on October 20th, offering only a ‘sneak preview’ in ‘specific markets’, according to Porsche.

For now, though, Porsche has made a variety of Panamera-related content available on the new microsite, including sketches, video, a podcast and (believe it or not) a Pamamera song!

Meanwhile, Porsche’s battle against the London congestion charge continues as the German firm today officially applied to the High Court for a judicial review challenging the proposed £25 levy.

Porsche Cars GB Managing Director Andy Goss said: “The Porsche case is about protecting London and Londoners from a new tax that will not only fail to reduce CO2 emissions in central London, but also increase congestion and damage air quality.”

The case is significant because a number of cities across the UK are currently considering imposing congestion charging schemes similar to London's. A Porsche victory would set a precedent that other cities would be obliged to follow.

Porsche has asked the court to speed up its case given that the increased charge's

Porsche Panamera

2009-03-23T22:21:00.001-07:00