Monday, November 2nd, 2009 | 5:40 pm
By Canwest GlobalCanwest News Service
Every year, the editors at Post Driving put together a New Vehicles section featuring new model reviews written by members of the Post Driving team. Following is a selection of reviews of new models for 2010:
SPORT & PERFORMANCE
2010 Aston Martin DBS Volante
I was previously impressed with the DBS Coupe, the Volante’s predecessor. Six litres of high-revving, DOHC V12 bristling with 510 horsepower is hard to argue with, especially when it’s accompanied by an exhaust note that could have been written by Chopin or Wagner.
In the Volante, the effect is even more delicious since there’s a completely open roof, providing access to that marvellous exhaust note. I know that reading about how good a car sounds makes for a seemingly facile reason to laud a $310,100 automobile, but for true lovers of the internal-
combustion engine, the DBS’s cacophony is pure aural delight.
As for the rest of the car, it is essentially a Coupe with its top lopped off. Other than a slightly more robust rear suspension subframe, the Volante needs no further frame stiffening despite the loss of its roof. Over some extremely lumpy English B-roads, there was no perceptible cowl shake whatsoever, even after selecting the seriously firm suspension setting.
The aforementioned stiff suspension also makes the Aston Martin extremely nimble for something originally intended for more sedate grand touring. Despite having some of its V12 mounted ahead of the front axle, the DBS proves remarkably adept at navigating tight turns at sports car speeds. Even in its convertible form, the DBS is the one DB9 variant that feels as if it might be comfortable being flung around a race track at speed.
Inside the Aston, the materials are all exquisite. Four cows or so sacrificed their skins so one Aston Martin interior could be lined. The electronic key has crystal inlays and the gearshift knob is beautifully polished aluminum, cool to the touch and easy to shift through its six gears despite a clutch that insists on engaging quite late in its travel. David Booth, National Post
2010 Audi R8 5.2 V10
The new R8 with its 5.2-litre V10 engine is just plain radical. Not only does the R8’s monster, naturally aspirated engine attain the Holy Grail of more than 100 hp per litre of engine displacement, it only has to motivate 3.1 kilograms of automobile for each of the stallions it develops. It is a wickedly fast automobile.
The V10 is a work of art, delivering 525 hp and 390 pound-feet of torque, 80% of which is ready to run at 1,000 rpm.
Power is fired to the road through a six-speed manual transmission or Audi’s optional R tronic box. The manual’s gate is easy to live with and the clutch pedal action is pleasantly light. The sequential R tronic has paddle shifters and accomplishes what’s needed.
From the transmission the power reaches the massive P235/35R19 front and P295/30R19 rear tires through Audi’s quattro all-wheel-drive system. In this case, the system sends 85% of the engine’s power to the rear wheels, which imparts a rear-drive feel to the road-ready race car.
When it comes to handling, the R8 is nothing short of amazing. The two-mode system (comfort and sport) delivers the right amount of damping. When loafing along, the ride comfort is commendable. Yes, it is firm, but it does not rattle your fillings loose. Drop the hammer and the lot firms up to banish body roll. Factor in the razor-sharp steering and a massive set of brakes (optional ceramics on the test car) and the R8 can be driven into a corner at alarming speeds without fear of fade.
When not thrashing around a race track, the R8 V10 does an impeccable impersonation of a full-on luxury car. The wingback seats are wrapped in buttery-soft leather, there’s a navigation system, power everything and a delightful 425-watt Bang & Olufsen sound system with 12 speakers.
The R8 V10 is a world-class supercar that balances its awesome power with the niceties of life. Graeme Fletcher, National Post
2010 Audi S4
It takes but minutes on the narrow, winding country roads to begin to appreciate how sweet the next-generation Audi S4 is – it’s a four-door sedan that behaves like a true sports car.
This fifth-generation S4 has deviated from the previous iteration by swapping the throaty V8 for a potent V6 that not only delivers 333 eager horses but a wide band of pulling power. The source of this impressive power is a 3.0L six-cylinder, the newest member of Audi’s V-engine family. It combines a completely new version of Audi’s FSI fuel injection technology with a Roots- type supercharger – plus a pair of intercoolers – to deliver near-instant response. Better yet, it accomplishes this while using approximately 27% less fuel.
The new S4 comes with a smooth six-speed manual gearbox, or one can opt for the seven-speed S tronic dual-clutch transmission. With the latter, you can drive in fully automatic mode, letting the box make the gear choices, or you can engage the paddle shifters on the steering column or stir the shift lever directly if you’re in a sporty mood.
Of course, as with all Audis, the S4 comes with the quattro permanent four- wheel-drive system, which splits engine power 40/60 front to rear in normal driving. When needed, that output can be redistributed within fractions of a second.
The S4 is based on the redesigned A4 sedan, which has been stretched to provide more interior room, especially in the rear-seat area.
The S4 will only be offered in Canada as a sedan; the Avant wagon model will also be available in Europe. Clare Dear, National Post
2010 Audi A5/S5 Cabriolets
While most competitors have gone to a rigid-and-retractable roof setup for their cabrios, Audi is bucking that trend and sticking with a fabric roof for the A5 and S5 in the interest of low weight, speedy operation and more cargo space. Indeed, opening or closing the fabric top takes only about 15 seconds and can be done while the car is in motion, provided the speed does not exceed 50 km/h.
Performance enthusiasts who crave sunshine may be disappointed to learn that the droptop S5 is not powered by the lusty 4.2L V8 found under the hood of the S5 coupe but rather by the supercharged 3.0L V6 derived from the A6 sedan. Rated at 333 horsepower in the S5, this blown V6 is no slouch, but it does not have the throaty sound common to V8 engines.
On winding roads, it is easy to hustle the S5 along, thanks to its very stiff chassis, standard quattro all-wheel-drive system, the broad and constant torque band of the supercharged engine and the standard fast-shifting seven- speed S Tronic double-clutch gearbox, which is absolutely stellar.
The A5 Cabriolet will be available in Canada with the 3.2L, 265-hp V6 engine, standard quattro all-wheel-drive as well as the Tiptronic automatic gearbox. Compared with the S5, the A5 feels more relaxed and drives like a solid touring car, but it does not relish being hustled around corners as much as the faster S5. Gabriel Gelinas, National Post
2010 Audi TT RS
Not only does the new TT RS boast a whopping great 340 hp from its 2.5L engine, it does so with the promise of everyday drivability, Audi having the audacity to offer such a hot rod with its standard four-year powertrain warranty.
The four-wheel-drive Audi scoots to 100 kilometres an hour in just 4.6 seconds.
Like so many turbocharged engines, the RS’s 2.5L shuts down quite early. Though it’s redlined at 6,800 rpm, those maximum 340 horses arrive at a relatively low 5,400 rpm and, although the power doesn’t drop off dramatically, revving much past 6,000 rpm serves little purpose.
Unlike TTs past, the RS’s chassis is also up to the job of handling all this performance. Certainly, the coupe version’s combined aluminum and steel framework is stiff enough to handle the new-found turn of speed. But what really makes the RS stand out is Audi’s new high-tech magnetic ride suspension. Essentially shock absorbers with damping fluid that reacts to electrical impulses, the magnetic ride system is one of the most sophisticated and quickest-reacting adjustable suspensions available.
The TT has always been a car for the small of frame, but the RS’s seats are the tightest I have ever experienced. If your Levis are any wider than a 34 regular fit, you may have trouble fitting into the RS. The rest of the car’s interior is standard Audi fare, which is to say a combination of excellent build quality and the finest quality leather and trim bits. As befits the RS’s pure sports car intent, the switchgear is far more basic than standard fare.
Certainly, the rest of the car screams of Audi’s best. The company’s success at endurance racing has to be credited for its ability to make what should be a highly strung and short-lived go-kart feel so
sophisticated. David Booth, National Post
2010 Chevrolet Camaro
The new Camaro, though shaped like the iconic ’60s version, is modern enough that the young won’t brand it a fuddy-duddy’s car. Even better is that it is truly a modern car underneath that (semi-) retro skin.
For instance, like its Challenger and Mustang competition, the most satisfying version of the new Camaro is the 6.2L LS3 V8, hooked up to the manual transmission. It boasts 426 hp and accelerates the Camaro to 96 km/h in a scintillating 4.7 seconds. It’s also relatively civilized to boot. Combined with the slick TR6060 six-speed manual transmission, the SS’s V8 powertrain feels far more sophisticated than anything originally designed 40 years ago has a right.
Where the Camaro absolutely kills its domestic competition is the performance of the base six-cylinder. Essentially the same 3.6L DOHC direct fuel-injected V6 that powers the Cadillac CTS and other premium GM products, in Camaro guise the engine pumps out a creditable 304 hp. That’s enough to motivate the car to 96 km/h in just a hair more than six seconds. Not only that, the 3.6L feels very lively. Once past 3,500 rpm, it revs freely and quickly and, will wonders never cease, it gets decent gas mileage.
The biggest surprise, though, is the car’s handling. Lighter than its domestic competition, it also sports the independent rear suspension and wears – in RS V6 and V8 guises, at least – low-ish-profile 20-inch Pirelli PZero performance radials. Save for steering being a smidgen overboosted, the better- equipped versions of the Camaro handle very well.
The Camaro’s interior, with a few caveats, fares well. The fit of the various body panels is excellent. There’s more room than anticipated, especially in the rear, and the leather on the top-of-the-line model is excellent. There are a few gaffes, though. While the driver’s side of the dash is well styled, the passenger’s side is just a huge slab of plastic.
Still, the Camaro surprises and delights. The base V6 starts at a very competitive $26,995, and the SS costs $40,995. It’s worth the money. David Booth, National Post
2010 Ford Shelby GT500
Setting the limited-production Shelby apart from everyday Mustangs is not just badging and a cleaner, meaner front end tied to a power dome aluminum hood but design input from Carroll Shelby himself. Exterior changes are tastefully done. But easily the most satisfying aspect of the GT500 is its new-found level of refinement.
The twin-disc clutch engages with ease. The Brembo brakes are excellent. Shifts are crisp and delightfully short. Taller ratios in fifth and sixth result in better fuel economy. More importantly, the lower ratios quiet the cabin while cruising, so the engine is turning at a mere 1,500 rpm at 100 km/h. The car’s horsepower jumps to 540 from 500.
With 510 lb-ft of torque from the supercharged, 5.4L V8, that’s enough blazing saddles to make the Shelby feel as fast as a Porsche 911 Turbo. The standard limited-slip rear differential makes the rear wheels behave with predictability, aided by traction control that can be set to sport mode or completely shut off.
Not hard to notice is the GT500’s delicious sound. That crisp, unmistakable bark from the four-inch chrome ports tells the world this is an all-American muscle car that has finally matured to the point where it can proudly wear the name of a legend. Derek McNaughton, National Post
2010 Hyundai Genesis Coupe
The Genesis Coupe is likely to upset more than a few apple carts. Consider this: The Coupe is based on the exemplary Genesis sedan framework, is as sexy as a supermodel and costs but $34,995 in its fully loaded GT trim, replete with big rubber and Brembo brakes. It doesn’t take a huge imagination to realize it will draw an appreciative crowd.
For one thing, the new coupe is rear drive like the sedan, a layout that virtually guarantees sports car bona fides. Equipped with the GT’s 19-inch wheels, sticky Bridge-stone Potenza rubber and precisely metered rack-and- pinion steering, the Genesis is seriously sporty.
The Coupe also steers and handles with élan. Will it corner with a Nissan 370Z? Doubtful. Nonetheless, this is a bona fide, "scorch around turns and brake wa-a-ay deep into corners" sports coupe. The only major improvement I could envisage would be a moderate weight loss since the coupe weighs 1,592 kg.
In the engine compartment, the Genesis offers two choices – the 3.8L V6 that serves as the base engine in the sedan and a new-for-Hyundai 2.0L turbocharged four-cylinder. Naturally, the 3.8L forms the backbone of the GT version and its 306 hp is more than ample motivation. It also sounds great. Its only (small) flaw is a little softness to its low-rpm response, an attribute easily addressed with the slick-shifting, six-speed manual.
The 2.0 turbo sports only 210 horses. I say only because there is an important mitigating factor – the car’s $24,495 price is incredibly cheap for a full-sized, rear-drive sports coupe (even the full-zoot GT costs only $30,745).
The Coupe is another premier automobile from Hyundai. It is not quite the tour de force the Genesis V8 sedan has morphed into, but its combination of performance, style and excellent value mean Hyundai has once again forged into yet another market niche with a serious contender. David Booth, National Post
2010 Jaguar XFR
Jaguar’s newish XF is nothing like the conservative, retro-styled S-Type it replaced. One of those coupe-styled sedans spreading through the luxury segment like wildfire, the XF is the first Jaguar sedan in almost a decade to break loose from the strictures of traditional styling and actually goes back to what Jaguar has historically done best – design avant-garde, forward-looking automobiles. And now that Jaguar has tacked one of its famed R badges to the XF’s butt, it is determined to become the sporty car company it once was.
Evidence can be found in the new XFR’s spec sheet, which shows 510 hp from a new 5.0L supercharged V8.
The word that instantly comes to mind to describe the XFR’s attitude is sharp – as in the throttle responds sharply to one’s right foot, the huge 380- mm front ContiTeves discs respond sharply to a healthy stomp on the brake pedal and the Dunlop SportMaxx front tires bite sharply into the tarmac when negotiating hairpins at speed. Where previous Jaguars always felt soft compared with their direct rivals, the new XFR provides stiff competition for the BMW M5 and Mercedes’ CLS63 AMG.
In fact, the XFR feels more powerful than either, easily outpowering both at engine speeds below 3,000 rpm. Although the XFR boasts its 510 hp at 6,500 rpm, it is the 461 lb-ft of torque that stretches all the way from 2,500 to 5,500 rpm that really impresses.
The chassis is similarly aggressive. Tossed energetically into corners, the XFR reacts more like a BMW than a traditional Jaguar. Roll is well contained, grip remains assured well past the limit of common sense and there’s never any question of the suspension giving up the ghost and turning into a wallowing beast. As advertised, the computerized suspension – with continuously variable damping – offers a decent ride, yet it can firm up enough to all but eliminate body roll.
Perhaps the best news is the new XFR’s price. At $85,300, it costs barely more than the last iteration of the S-Type R. If this be Tata ownership, then we should consider it a blessing. David Booth, National Post
2010 Jaguar XKR
Jaguar has two all-new engines for 2010. The more powerful of those, the supercharged AJV8 Gen III, is a masterpiece and is available in both the new XFR and the revitalized XKR.
In the new XKR’s case, there’s a sense of transformation. Each successive iteration of the XK series has moved the big coupe/convertible further away from that poncy XJ-S boulevardier that so proclaimed Jaguar as the sporting car for the old at heart.
With the addition of Jaguar’s 510-hp, supercharged 5.0L V8, the break with that flaccid past is complete. Beyond just its outrageous power, the new 5.0L blown V8 is responsive like few other engines. There’s power everywhere, the surge when you mat the throttle is relentless, even at higher speeds, and even a brush of the throttle has you cruising at a buck-ninety when you really just wanted 150 km/h.
What’s even more impressive, however, is how the entire powertrain reacts when you pump the throttle. The XKR’s response is razor sharp, the V8 instantly responding and the six-speed ZF automatic downshifting to just the right gear to take advantage of its labour.
The powertrain is a little more stiffly suspended than before and imbued with the steering rack of the limited-production XKR-S. Like the engine, the handling is more aggressive than in the past, turn-in is sharper and roll is all but totally contained.
The interior, swaddled as it is in English cowhide and wood trim, is extremely luxurious.
Price-wise, the XKR can be something of a bargain – if it’s compared with the Mercedes SL 63 and BMW’s M6. Otherwise, the $107,000 Jaguar Canada wants for the coupe and the $114,000 it wants for the convertible is pricey, though still far from outrageous. David Booth, National Post
2010 Mazdaspeed3
The second-generation Mazdaspeed3 ups the visual ante without being gaudy.
Outwardly, the large hood scoop, a body kit that includes a rear spoiler and RX-8-like front fenders, a different grille and LED tail lights are the key differentiators.
Inside, the design will be familiar to anyone who has driven the Mazda3 hatch. The addition of a snazzy red fleck to the cloth/black leather sport bucket seats (the same fleck is also picked up in the trim accents and door panels), a different gauge cluster and boy-racer pedals (the lone concession to gaudy) are the key upgrades. The only other giveaway, which speaks to the Mazdaspeed’s potential, is the boost gauge nestled between the tachometer and speedometer.
The highlight of the latest Mazdaspeed3 is its engine. The direct-injected 2. 3L four-cylinder engine employs a turbo, which blows 15 psi, and an air-to-air intercooler that sits atop the motor – the hood scoop is functional as it feeds air directly through the intercooler. With 263 hp on tap, each of the blown stallions has to motivate only 5.65 kg of automobile. The real beauty, however, is the ’speed’s seemingly endless torque plateau. The lag-free turbo puts 280 lb-ft of torque at the driver’s right boot at just 3,000 rpm. Stand on the gas and the Mazdaspeed3 rips off the line with its oversized P225/40R18 tires scrambling for grip.
Mercifully, the limited-slip differential quells most of the expected torque steer, as the traction control system prevents the tires from melting during the process. What an unexpected rush! Mazda claims a zero-to-100-km/h time of 6. 1 seconds and an 80-to-120-km/h time of five seconds. It feels so much faster, somewhere around 5.7 and four seconds, respectively.
Power is fed to the pavement through a six-speed manual box that features revised ratios. First gear is abnormally low (3.214:1); second through fourth gears then keep the engine at a roaring boil. Only when one shifts into fifth do the ratios drop below 1:1! It is a short-shifting box that seems to relish a snappy shift.
The Mazdaspeed3’s brakes have been upsized to deal with the increased performance. The 320-millimetre ventilated front discs and 280-mm solid rear rotors provide fade-free stopping power. Even after being beaten with a heavy foot corner after corner, the pedal remained crisp and responsive.
The enormous smile at the end of each and every lap tells the Mazdaspeed3’s dynamic story better than words. There are some supposedly sportier rides that should be as much fun to drive. Graeme Fletcher, National Post
2010 Mercedes E63 AMG
The Mercedes E63 AMG’s 6.2L V8 pushes no fewer than 518 stallions (up 11 hp) and 465 lb-ft of torque through a new transmission to the road through P285/ 35R18 rear tires. As a combination, the powertrain is nothing short of spectacular.
Tromp the E63’s loud pedal and things happen in a hurry. The high-revving V8 (it redlines at 7,200 rpm) spins up to speed quickly as the exhaust tone changes from purposeful to ferocious. It takes all of 4.5 seconds to warp 1,840 kg of leather-lined luxury to 100 km/h, and the big E turns the 80-to-120-km/h passing trick in 3.5 seconds.
In fact, the rate of acceleration begins to tail off only as the car nears its electronically controlled top speed of 250 km/h. Remarkably, this engine posts these very quick times while sipping 12% less fuel than did the previous engine.
The powertrain’s other highlight is the AMG Speedshift MCT (Multi-Clutch Technology) seven-speed automatic transmission. The key to its livelier feel is that the traditional torque converter has been replaced with a mechanically more efficient multi-plate wet clutch. The transmission also offers four distinctly different driving modes and a launch control system.
Speed is nothing without the ability to carve corners. Here, the E63 succeeds yet again. The AMG Ride Control sports suspension uses steel springs up front, AMG-tuned air springs at the back and electronically controlled dampers at both ends.
The car’s interior touches complete the go-faster theme. The 14-way sport seats deliver impeccable lateral support, the steering wheel, complete with paddle shifters, puts some heft in the driver’s hand and there are brushed stainless steel pedals (something I could live without).
The first AMG-tweaked car to taste success was the 300 SEL that won its class and finished second overall at the 24-hour race at Spa-Francorchamps in 1971. The latest E63 AMG is another bahn burner of the first order. It is incredibly fast, it handles like the dickens and it certainly qualifies as more than luxurious. The fact it’s a spacious four-door sedan tops things off. For a driver with family commitments, it is the ideal set of wheels – family friendly and race track ready. Graeme Fletcher, National Post
2010 Nissan 370Z Roadster
Since the first open-air model – the 1993 300ZX targa-top – Nissan’s Z car has enjoyed a special spot in the hearts of those who prefer to go topless. The latest 370Z Roadster rides on a wheelbase that’s 100 millimetres shorter than the previous 350Z, the body has been strengthened and the ragtop is completely new. It’s a combination that will see the Z’s popularity continue unabated.
The revisions start with the bolder look and continue throughout the cabin. Soft-touch materials ring the predominantly black interior, and the layout is logical for the most part. There are only two options available – the Sport package and the Sport package with navigation. The latter includes a hard-drive navigation system with 9.3 gigabytes reserved for music storage.
The new convertible top is a cinch to operate. Holding a button raises and lowers the roof in about 20 seconds. This can be accomplished without having to apply the parking brake and at speeds of up to five kilometres an hour. The fact the fabric roof folds down into its own compartment means the luggage space remains the same regardless of roof position – 4.2 cubic feet.
Power comes from a 3.7L V6 that puts a healthy 332 hp at the driver’s disposal. Power is relayed to the rear wheels through either a six-speed manual or a seven-speed manumatic. Both work equally well. The manual has a refined gate, a light clutch and a welcome twist – it rev matches on downshifts (a feature that’s part of the Sport pack). The system is smart enough that it knows which gear the driver is about to select and so it blips the throttle accordingly. The manumatic does the same rev-matching trick whenever the driver pulls back on the downshift paddle. The upshot is that it does not matter which box one selects as both do the engine justice.
Likewise, the handling is top-notch. There is virtually no cowl shake. Credit the increased stiffness built into the new car. When pushed, the 370Z hunkers down and exhibits a neutrality that’s rare. The 370Z Roadster is fun to drive and has plenty of power. However, it’s the new pricing that will seal the deal. The base car retails for $46,998, and the Sport model is $50,998. Graeme Fletcher, National Post
2010 Porsche 911 GT3
The GT3 is a race car with a licence plate. It is both insanely fast and extremely responsive, reacting with such immediacy to every input that it allows for instant connectivity between driver and asphalt.
The biggest change has taken place in the engine bay, with displacement that has risen to 3.8 litres from 3.6. This results in a 20-hp hike to 435 hp at 7, 600 rpm and an increase in torque to 317 pound-feet at 6,250 rpm (from 289 lb- ft).
The direct-injection technology introduced on both the 911 Carrera and the Boxster S remains conspicuously absent on the new GT3. Ditto the newly developed PDK double-clutch gearbox, which was passed over because it would add 30 kg to the car’s weight- and because GT3 owners prefer to change gears by way of the ultra-precise shifter, with throws that have been shortened by 20% on the new car. The new GT3 is also one of the most satisfying cars to drive, with a rich and enthralling engine note that will have you gunning the engine to the redline with almost reckless abandon.
So, is the new GT3 any faster than the previous model? Yes, but not by much. The dash to 100 km/h now takes 4.1 seconds, 2/10ths of a second quicker than before, and the top speed is rated at 312 km/h. Even though that might not sound like much of an improvement, consider how high the bar had been set by the previous GT3. The new engine puts out 114.5 horsepower per litre of displacement, has an 8,500-rpm redline (up 100 from the previous engine) and is equipped with no less than seven oil pumps in order to effectively cope with the high g-loads experienced on race tracks.
The new GT3 is also equipped with an improved version of the Porsche Stability Management system, which is so well calibrated it only intervenes when the situation truly calls for it.
Style-wise, the new GT3 gets bigger air intakes both front and rear. At the back is a massive fixed rear wing with sideplates reminiscent of the ones on the racing GT3 and that bear the designation 3.8 in reference to the engine’s displacement.
The new GT3 is a perfect example of Porsche’s philosophy of constant improvement. There is no quantum leap forward, just a relentless raising of the bar through myriad incremental modifications and upgrades to the car’s various systems. This results in a machine that is greater than the sum of its parts – the GT3 is the best 911 yet. Gabriel Gelinas, National Post
2010 Porsche 911 Turbo
Porsche says its all-new 911 Turbo has less turbo boost – 11.8 psi versus 14. 7. That doesn’t initially sound like a good thing. The good news is that turbo boost is one of the few things diminished. Indeed, horsepower is up to 500 from 480, torque increases to 480 lb-ft from 460 and there are now seven speeds in its automatic (PDK) gearbox rather than five. That’s because the Turbo not only gets a boost in displacement, to 3.8 litres from 3.6, but also receives an all- new Direct Fuel Injection (DFI) system, which dumps fuel directly into the combustion chamber rather than the intake manifold. One of the benefits is that the fuel remains cooler and also the combustion can be better controlled. Being able to raise the compression ratio allows better response and better fuel economy.
Of course, what everyone really cares about is the performance – Porsche says the Turbo’s top speed is 312 km/h and its zero-to-100-km/h time is officially rated at 3.4 seconds. It sprints through the quarter-mile in just 11. 4 seconds.
All those figures are achieved with Porsche’s new PDK transmission. It may replace the Tiptronic as the "automatic" in the Turbo’s lineup, but, in reality, the PDK is a seven-speed, automatically actuated, dual-clutch manual transmission. Having that seventh speed helps fuel economy by reducing revs at highway speeds and, because the extra gears are more closely spaced, it helps acceleration, too. But, what really enhances the Turbo’s acceleration is its "launch control" mode. Push the "sport plus" button on the dash, depress the brake pedal while mashing the throttle and, as soon as you lift your left foot, the 911 rockets ahead with the computer modulating both clutch and throttle until it senses there’s enough traction.
The 911 Turbo also has such automated gadgets to aid its handling. Besides the all-wheel-drive system that is almost mandatory to make all the torque manageable, there’s also traction control and Porsche Stability Management. This last is vastly improved over its predecessors, not intruding quite as early in the proceedings as the original over-enthusiastic system.
According to Porsche, all these goodies add up to the 2010 911 Turbo being 10 seconds faster around the famed Nürburgring circuit. David Booth, National Post
2010 Volkswagen GTI
For almost as long as Volkswagen has had the Rabbit/ Golf, it has had the higher-performance GTI. The new German-built Gen VI debuts a thorough refreshening of its body and interior, the refinement of the carryover Gen V’s powertrain and an increased level of technical sophistication.
Under the hood is the carryover turbocharged 2.0L, direct-injection TSI four- cylinder. With 200 hp and 207 lb-ft of torque, VW claims a zero-to-100-km/h time of 7.2 seconds for the six-speed manual and 6.9 seconds for the dual- clutch, six-speed DSG transmission.
The new GTI is a beautifully composed machine that while quick in a straight line well past the point of legal speed limits lives for the twisty bits.
While I’m a dedicated manual gearbox user, the optional DSG – a dual-clutch transmission using direct shifting that automatically engages and disengages gears sans clutch pedal – is a delight. A computer engages one clutch on the next gear needed, just as it releases the other clutch from the previous gear. Drivers have a choice of using the console-mounted stick shift or steering wheel-mounted paddle shifters. Upshifts are instantaneous and seamless; downshifts are equally quick.
At first viewing, the new GTI doesn’t seem as aggressive as its predecessor, but that changes the more one takes in the details such as the grille and character lines. The new GTI also sits slightly lower than its predecessor – by 26 mm – and is about 20 mm wider.
While the sixth-generation GTI will find itself up against quicker and/or less expensive cars, it’s doubtful many will match the VW in refinement, comfort and prestige. Brian Harper, National Post
FOR A COMPLETE LOOK AT NEW 2010 MODELS, PLEASE SEE THE NEW VEHICLES SECTION IN THE NOV. 3 EDITION OF THE NATIONAL POST
No comments:
Post a Comment