New Exotic Car From Porsche - Boxster -

Many years ago, when I was but a boy, this magazine started a project that apparently has no end. Editor Bidrawn leveraged the power of family and their associated check books to 'team buy' a 1997 Porsche Boxster. The goal was to make the best Boxster in the world. Apparently there's some sibling rivalry within the Bidrawn clan. Being an editor for a car magazine, this was his chance to get something stuck on the proverbial family fridge.

It started out simply enough with some bolt-on power mods from Performance Products. A Dansk performance exhaust, a Powerflow intake and GIAC software netted almost 186 wheel-hp, which was deemed adequate at the time. Suspension was augmented with H&R coilovers that allowed for ride height adjustment and corner balancing. To scrub off speed, Brembo supplied a GT kit that increases not only stopping power but also capacity. All-day canyon running will not show any sign of fade. The giant brakes also look great, the red calipers look factory-correct, while sharp eyes will notice the bigger rotors.

Keeping with the factory-look theme, RH supplied Cup wheels for a slightly more aggressive demeanor. The polished lip has just enough shine to improve the looks while still honoring a classic Porsche design. For better aerodynamics, LL Tek in Montreal provided a Caractre body kit that uses appointments from other Porsche models and applies them to the Boxster for extra downforce, better cooling and, of course, more street presence. Wet Works Garage in Newport Beach did the install and everything was good.



That is, until someone decided more power was necessary. Bidrawn can't leave well enough alone, so a supercharger kit was sourced from Turbo Performance Center. Countless man-hours went into trying to get the kit to function properly. Engine bay was a bugbear, but the biggest problem came when the fuel mixture leaned out under boost and grenaded the engine.

The poor Boxster sat immobile for several years while a suitable fix was devised. As the old adage goes: there's no replacement for displacement. The Boxster left the factory in Finland with a 2.5-liter flat six that provided 201 hp at 6000 rpm. Considering the 911 came with 202 hp way back in 1984, it's no surprise this wasn't satisfactory. So most recently, a 996 3.6-liter X51 engine was sourced straight from Porsche for a swap.



Although this is an easier swap than say, turbine power, it's still significantly more work than swapping a Boxster S engine would have been. The largest problem stems from the fact that the 3.6 has an e-throttle; there's no mechanical link between the throttle pedal and the throttle body-it's all done electronically. The Boxster uses a standard throttle cable. The second problem was that the Boxster originally had single-cam variable valve timing, while the 3.6 utilizes timing control on both bumpsticks. All this combines with the fact that the 3.6 is substantially taller than the 2.5.


writer: Michael Febbo, Rob Mullner
photographer: Michael Febbo, Rob Mullner
from http://www.europeancarweb.com

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New Car From BMW-BMW6 For M3 Model.

I've never owned an SUV, or had any desire to. To me, they're gas-guzzling bricks hauling spoiled, DVD-watching kids, while being accident-safe by crushing the other car. But then I got in a BMW X6.

"This is the X6? Interesting," I thought, not sure what to compare it to. On the outside, the front stays in theme with BMW's new 1 and 3 Series coupes; the large wheels and flared fenders giving a wide, more exotic stance.

Inside, it's as roomy as a mid-sized SUV with 20 cubic feet of storage good for four golf bags and four passengers (50.8 cubic feet with rear seats folded down). Additional features like a keyless engine-start button, a paddle- or lever-shifted sequential six-speed automatic transmission and automatic lumbar-squeezing seats put the X6 in the high-performance direction.



BMW doesn't call this car an SUV but an SAV, meaning Sport Activity Vehicle. The base xDrive35i is powered by the company's glorious 3.0-liter twin-turbo straight six and the xDrive50i has a 4.4-liter twin-turbo V8. Fabulous.

In the latter, at high speed, the driver could whisper a request of a passenger to remove their coffee mug from the dash before it spills, while discerning the cello counterpoint amid the symphonic sounds from the optional 12-loudspeaker, iPod-integrated audio system. It's incredibly smooth, quiet and luxurious. But under load, the signature V8 roar comes to life with a passenger-startling tug. With silenced Garrett turbos, the sound from the cabin is similar to an E39 M5's, while from the outside, the V8's exhaust note is akin to the drop of the green flag at Daytona, but slightly more civilized.


Confident of its new car's abilities, BMW provided some track time. The dry section of this test track allowed the X6 to be flogged like a sports car, with exit speeds in some turns exceeding 90 mph, full-ABS braking zones and a right-to-left switchback that would put a world of hurt on a top-heavy car with grippy tires. At over 5,000 pounds, the X6 never swayed from its intended path. The xDrive50i can lap just about as fast as a stock E36 M3 sedan. With a lag-less 442 lb-ft of torque from 1750 to 4500 rpm and 407 hp at each shift point, such a broad powerband soon puts other cars into the rear-view mirror.



The wet track section gave the vehicle's stability controls a workout. With traction control on or off (it has mild and full TC-off setting), the X6 is difficult to upset in the wet. The xDrive technology is brilliant, the first of its kind with Dynamic Performance Control for agility, tracking stability, precision and traction in any situation. While power distribution is controlled front-to-rear by the all-wheel drive system, the DPC controls power between the rear wheels, left and right, stabilizing function under sudden load change and in overrun.

With the recent introduction of the 1 Series and now the X6, coupled with a new pair of twin-turbocharged powertrains, BMW is on a mission to blow away the competition. Considering the X6 went from an idea to a mass production in just two years is a tell-tale sign that this company is perfectly capable of just such a feat.

I'm intrigued. I dream myself as a well-to-do gent owning the twin-turbo V8, with upgraded software for more boost and a free-flow exhaust system combining an extra 75 lb-ft of mid-range torque and 50 hp horsepower up top, complemented by 15-inch six-pot brakes all around. I imagine the look of drivers I'd pull on in the straights, let alone from a traffic light. It would be a full-blown luxury family hauler and a weekend racer all in one. Yeah, I get it.

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Mazda Furai,Concept Car On The Circuit.

When Mazda was challenged to turn its stunning “Flow” concepts into a real car, they rose to the task — but not in the way one would have expected.



Every major auto show sees Mazda unveiling a new concept based on Nagare (Japanese for “flow”) design language. They are beautiful but clearly not practical, so the launch of a 450-horsepower race car based on their concepts was an unexpected but smart approach for the Japanese automaker to take.



Inspired by the fact that on any given weekend, there are more Mazdas and Mazda-powered cars road-raced in the U.S. than any other brand, the Furai (Japanese for “sound of the wind” and pronounced “foo-rye”) with its rotary engine makes a great deal of sense. The car runs on ethanol produced in partnership with BP.



Furai takes Mazda’s Nagare design language a step further as it is translated into a concept car based on an American Le Mans Series (ALMS) race car. The car utilizes the Courage C65 chassis the company campaigned in the ALMS series only two seasons ago.



Franz von Holzhausen, Mazda’s North American director of design, said Furai “purposely blurs boundaries that have traditionally distinguished street cars from track cars. Historically, there has been a gap between single-purpose race cars and street-legal models — commonly called supercars — that emulate the real racers on the road. Furai bridges that gap like no car has ever done before.”

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New Car concepts From Audi - Locus

The name LOCUS means a condition that defines a continuous figure which is a curve.

The main characteristics of the design are the way its surface shapes are formed with a continuous flow from front until the back of the car. Inspiration for that was obviously the Mother Nature we deal with daily but somehow we usually do not realize that everything in the nature has somehow its specific curves and flowing lines it is very rarely to spot perfectly straight lines. The main goal was to implement this design aspect into a car which creates a relaxing, energetic, vibrant and confident feeling.



It is clear to see a curved sharp edged line that starts at the very front, flowing through the middle section, slightly curved down after the A pillar and then going back up again at the rear wheel arches to follow its way back until the diffuser. This same curve language is also applied to the greenhouse and the way windows are shaped. The front is somehow aggressive looking with the traditional AUDI grill and air intakes that are shaped very much like the headlights to create a coherent feeling. The rear section is obviously very organic with defined curves and subtle details, tail lights are designed to have integrated air outtakes underneath them to avoid any unnecessary details. With dual exhaust and fairly empty rear section, it creates a feeling of subtleness. Another feature is the air intake at the end of the roof which is designed to avoid any distracting design elements on the top of the car combining elegance with functionality.

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For Malay's Reader...Mini Cooper From Alpine

KERETA pada sesetengah orang, fungsinya tidak lebih daripada sekadar sebuah pengangkutan yang membawa manusia dari titik A ke B. Sejak hari pertama kereta dijadikan asas pengangkutan umat manusia, jentera empat roda ini telah berinovasi dengan begitu cepat.

Sejak 100 tahun dahulu dan untuk 100 tahun kehadapan, jurutera memandang jauh dengan membawa limpahan teknologi menjadikan kereta semakin selamat dipandu.

Namun, selain teknologi keselamatan dan automasi yang diperbaharui, bahagian kosmetik tidak pernah dilupakan. Sesetengahnya berfungsi sebagai aerodinamik, sementara selebihnya sebagai nilai estetik.



Kereta seperti Mercedes R Class dan Diablo memiliki rupa bentuk sedemikian rupa kerana keupayaannya membelah angin, sementara kereta seperti Mitsuoka dan RR Phantom, dibina kerana seninya.


Dalam erti kata lain, membina sebuah kereta adalah bergantung kepada falsafah. Apabila berbicara tentang kereta yang memiliki falsafah dan prinsip, Mini dan Beetle adalah dua contoh yang berjaya.

Semenjak BMW mengambil alih mini pada awal tahun 2000, kereta ini telah kembali ke persada permotoran dengan imej moden-klasik yang menjadikan ikon permotoran ini semakin bernilai tinggi.

Di mana sahaja di pelosok dunia, Mini sekali lagi menguasai jalan raya. Kalau dahulu, sebagai pengangkutan pilihan kereta murah yang mampu milik, kini menjadi sebahagian dari senarai kereta kompak yang mahal. Ia kemudiannya termasuk dalam budaya modifikasi yang melibatkan pelbagai lapisan masyarakat.

Seperti dilihat pada foto, ini bukanlah kereta sebarangan. Mini yang dibina semula oleh pihak pengeluar audio terkenal, Alpine ini berubah bentuk menjadi kenderaan futuristik yang memukau.


Seluruh bumbung kereta MINI Cooper ini sudah ditanggalkan, tempat duduk pemandu dipindahkan ke tengah dan diletakkan di atas lantai bermotor yang dapat menggerakkan bahagian boot kereta hingga keluar untuk menyambut atau menurunkan pemandu.

Unik bukan? Tetapi itulah yang dilakukan oleh pihak Alpine untuk menjadikan kereta demo mereka benar-benar menarik perhatian pengunjung di mana sahaja di dunia ini. Tahun demi tahun, Alpine tidak pernah leka dalam mempersembahkan hasil kerja mereka.

Kereta Mini yang dipadankan dengan kerja custom penuh ini memang telah dibina khusus dengan sistem audio mantap untuk dihidangkan kepada pendengarnya.

Spesies terhad ini lebih istimewa kerana ia telah ditukarkan daripada hatchback kepada convertible, dibalut dengan cermin tanpa bingkai di kelilingnya, satu tempat duduk, bentangan meter custom malah setiap peralatan elektronik dan pembesar suaranya dipadankan dengan cukup teliti.


PENCINTA automotif pasti terpesona dengan kehebatan jentera ini.

Tanpa pintu untuk mobiliti, untuk masuk ke dalam kereta ini, butang khas ditekan dan tempat duduk akan mengundur keluar secara automatik.

Kemudiannya, pemandu akan masuk menerusi bahagian yang dahulunya tailgate belakang. Tempat duduk ini kemudiannya bergerak sekali lagi dengan unit motornya untuk membawa pemandu ke bahagian hadapan.

Bunyi yang terhasil daripada kereta demo ini merupakan sistem SQ (Sound Quality) pertama yang dibina Apline di mana kebanyakan projek demo mereka adalah sistem SPL (Sound Pressure Level).

Jadi untuk duduk rapat dengan kereta mendengar dendangan rentak bass perlahan memang sesuatu yang mengasyikkan. Ia menampilkan komponen terbaru dari siri Type X dengan komposisi dari V12.

TEMPAT duduk akan bergerak ke belakang apabila anda menekan butang khas untuk memasuki kenderaan ini.

Tidak dinafikan bahawa ini adalah antara kereta demo paling canggih untuk sistem audio antarabangsa. Namun, dek kecanggihan teknologi ICE yang kini lebih menjurus kepada sistem AV, Mini ini tidak terkecuali.

Ini memaksa Alpine memadankan peralatan multimedia dengan bahagian papan pemuka terdiri daripada unit 9835/ DHA-5680 yang digandingkan dengan unit pemproses Alpine PXA-H701. Kombinasi berkuasa ini menawarkan kawalan bunyi yang lebih luas lalu memaksa penalaan yang sangat teliti.



Sebagai tambahan, unit pemproses utama dihasilkan dengan sistem Dolby Digital, Dolby Pro Logic II dan DTS dan lebih penting konfigurasi saluran 5.1. Proses rekaannya juga sangat kompleks dengan corak pemasangan kelas satu yang menampilkan kekemasan, interpretasi dan juga kualiti bunyi.

Penampilan Mini ini juga cukup untuk menggambarkan betapa kereta ini dilahirkan untuk kelihatan sempurna. Kelihatan ialah rim 20 inci OZ Racing yang disalutkan dengan tayar Toyo.

Tahap kerendahannya juga membolehkan roda berputar dengan selamat tanpa meretakkan komponen badan kereta atau merosakkan mana-mana bahagian audio kereta ini.

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New Concept From Korea Manufacturer.

Conceived by Kia’s design team in Europe under the guidance of Chief Design Officer, Peter Schreyer, and manufactured in Europe, the new concept car, whose name remains secret at present, is a 2+2 coupe with an imposing road presence.

Revealing the first ‘preview image’ of the new car, Schreyer enthused, “Kia has given me the opportunity to shape its whole brand design and character. Seldom does a designer have such a clean sheet to work with. We started this exciting journey with the Kia ex_cee’d cabrio concept at the Geneva Show back in March, and at Frankfurt I’m sure Kia will surprise the entire automotive world when people see our new sports coupe concept in the metal.”

Schreyer was recently awarded an Honorary Doctorate in recognition of his contribution to automotive design by the Royal College of Art (RCA), the UK’s pre-eminent school of art and design. The 53-year old Bavarian studied transportation design at the RCA in 1979/80 and worked at Audi and Volkswagen for the next 25 years, producing designs for vehicles such as the Audi TT and the new VW Beetle. He was appointed to his newly created role at Kia Motors in September 2006.

articles from www.allcarnews.com

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Latest Model From Top Company - Audi A4

Audi is on a mission to reinvent itself in the United States, and the 2009 Audi A4 is an important part of that quest. The company hasn't yet grabbed the entry-luxury market by the throat in America as it has in Europe. After spending about a billion dollars thinking about its stance relative to the Bavarian competition, Audi thinks it has the solution in the redesign of the A4, its best-selling car.

Initial impressions revealed nothing but good news. Even hidden under heavy camouflage in spy photos, the 2009 Audi A4 began to excite. It became obvious that the car would borrow many of its razor-sharp lines from the A5 coupe, like its aggressive flat face and austere Bauhaus lines.
Editorial Coverage

* Audi Hooks Up With iPhone To Launch 2009 A4
* 2009 Audi A4 vs. 2008 Mercedes-Benz C350
* Price It: 2009 Audi A4
* Full Test: 2009 Audi A4
* First Drive: 2009 Audi A4 Avant
* 2009 Audi A4: Audi Reveals Powertrains, Estimated Price
* 2009 Audi A4 Avant
* Spy Photos: 2009 Audi A4
* 2007 Frankfurt Auto Show: 2009 Audi A4
* First Drive: 2009 Audi A4
* Frankfurt Preview: 2009 Audi A4



Then the new A4 made its worldwide debut at the
2007 Frankfurt Auto Show. Audi's chairman of the executive board, Rupert Stadler said that dynamics, performance and technology would be the new corporate mantra. The company went further to proclaim that the 2009 Audi A4 is dramatically more engaging to drive, and is the sportiest car in its class. Audi is genuinely hoping to usurp the BMW 3 Series as the driver's choice.

Audi has good reason to have high expectations. The new car is built atop an entirely new all-steel chassis, which Audi calls a Modular Longitudinal Platform (MLP). The new design allows for the placement of engine and transmission a full 5.9 inches rearward by mounting the differential forward of the gearbox, which in turn allows the front wheels to be located closer to the nose. This translates to better driving dynamics.

On the topic of differentials, Audi has changed the all-wheel-drive system around, too. The company states the purpose of the new 40/60 torque split is to increase stability in low-speed corners. But the unwritten goal is, of course, to come closer to the rear-wheel-drive feel of offerings from BMW and Mercedes.

We drove the revamped A4 last October and were immediately able to spackle some concrete behind Audi's bold claims. We wrote of the handling as "a revelation," saying that the car turned in briskly and inspired real driver confidence.

If the chassis is something to write home about, the powertrain options are short of revolutionary. As before, Americans will have a choice of a turbocharged, two-liter four-cylinder in front-wheel-drive models (initially) or a 3.2-liter V6 for the AWD A4.



The grass is greener in Europe, where buyers can opt for three different turbodiesels: a 140-horsepower 2.0-liter four-cylinder, a 190-hp 2.7-liter V6 and a new "clean" 3.0-liter V6 that makes 240 hp and 369 pound-feet of torque. We wait with the Europeans for the S4, which will likely carry the same 354-hp V8 of the S5.

With $3 billion and three years invested in a complete redesign, the refocused 2009 Audi A4 is sure to make our radar in the months before its release. And its new performance-geared promise makes us all the more eager to put it under the gun of our test equipment.

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Subaru Impreza WRX Chop-Top by Car Service Hiro

There is a simple formula for making the GDB-generation Subaru Impreza look absolutely stunning, a formula that Subaru could have applied when it designed the car in the studio. It's a design strategy that makes any car look fast, even when it's not moving.

And so we present a Subaru Impreza WRX with a chopped roof, something you don't see every day. In fact, you'll have to go to Japan to see one.

This conversion by Car Service Hiro in Japan makes you forget about the serious high-minded intentions of Subaru. All you have to do is chop the top and voilà; your Fuji Heavy Industries transportation appliance is magically transformed into a proper-looking high-performance car, something you might see at SEMA along with all the other hot rods.

The Hot Rod Roof
Takahiro Nakamura of Car Service Hiro was well aware of what needed to be done when Subaru approached him in 2000 and asked him to turn a stock Impreza WRX (the GDB generation car built from 2000-'07) into an all-out showcar. He went right to it and chopped down the top. Then he thought about what to do next.

Of course chopping a roof is not the easiest modification, which is probably why we don't see more owners of the Impreza making an attempt at it. Lucky for Nakamura, he owns a body shop called Car Service Hiro and knows how to get the job done right.

It didn't stop with just cutting down the roof line, as Nakamura also designed a custom body kit all the way around. The front and rear fascias, hood, trunk and rear wing were all designed by Car Service Hiro.

The result is absolutely sensational. It looks like it came out of the factory like this.



From Showcar to Racecar
Nakamura built this particular car as a Subaru showcar, so it was equipped with a killer stereo system. After Subaru decided to sell off the car, he quickly snapped it up and began changing it into what it is today. First thing, he ripped out the stereo.

Ever since Nakamura was a kid, he has wanted to be a professional racecar driver. He knew he would need a lot of money to kick-start his racing career, so the natural thing for him to do was open up a body shop to make money.

Over the years he has gained experience while building and racing several cars, including a Mazda RX-7, Nissan Skyline R31 and Toyota Altezza (Lexus IS 200), all of which earned respect on both the streets and tracks. Once Nakamura owned this Subaru outright, he was finally able to realize his dream for it. He wanted the car to not only look sleek but also be able to back up its looks on the street and the track.

So the Subaru Impreza WRX chop-top is much different from the showcar it used to be. It's not even the same red color it was when it was touring the show circuit. One of the most amazing things about this Impreza WRX is that Nakamura made the conversion from showcar to street/racecar in only two weeks. But that's just how passionate Nakamura is about building his cars right.

Getting up to Speed
To get the Impreza converted from showcar to racecar, the Subaru EJ20 boxer engine got the full treatment to bring the power up to Nakamura's requirements. All the internals were carefully evaluated and anything deemed not strong enough to handle extra boost from the turbocharger was swapped out for upgraded pieces.

The EJ20 now sports upgraded Marley forged pistons and metal head gaskets. WPC treated the connecting rods and crankshaft to reduce internal engine friction. New camshafts from JUN with more aggressive profiles help the boxer engine breathe like it should. The Brova exhaust manifolds help prevent the cylinders from overheating, a syndrome common to the EJ25. An AVO turbo kit was put in place to crank up the boost.

To keep intake temperatures under control with all that boost, Nakamura added a massive intercooler from ARC V. It not only gets the job done but also looks serious with all that Darth Vader-style plumbing. A MoTeC engine control unit keeps the spark in check and 800cc injectors with a Bosch fuel pump feed the hungry beast all the fuel it needs. A Trust 15 oil cooler keeps the engine's overall heat in control. Car Service Hiro also custom fabricated a dedicated radiator, muffler and even a catalytic converter.

The stock six-speed transmission is still in place, but an ORC twin-plate clutch and Cusco limited-slip differentials both front and rear help the power get to the 18-inch SSR wheels. After that, 265/35R18 Yokohama tires grip the tarmac with the tenacity needed for serious cornering.

Speed Isn't Cheap
Total cost to build the car is at about $250,000, or roughly 10 times the cost of the car when it was new. This is proof that this combination of beauty and speed doesn't come cheap. Anyone who has ever built an all-out racecar or even modified a daily driver knows how fast the bills add up.

With this machine, you do get your money's worth because it can tear up the racetrack, drag race on the highway or attack a Touge run in the mountains with ease. While it may not be the fastest car out there, it does have the honor of having the fifth-fastest time-attack lap at the Tsukuba Circuit, rocking the short circuit in just 59 seconds. Not too bad considering how many modified Subarus there are in Japan.

To keep it safe on the track, a Maruyoshi six-point roll cage and a seat with four-point seatbelt harness protect the driver from harm. The interior is now set up mostly for race mode only, with no signs of a stereo in sight or much of a dash for that matter.

The Subaru following among gearheads in Japan is staggering. Almost every Impreza in Japan has at least one modification, whether it be aesthetic or power-related. Few of them can tear up the track like this one, however, and none of them come close to even looking as good as the Subaru Impreza WRX chop-top from Car Service Hiro.

By Erik Adelson-http://www.edmunds.com.

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PROTON LAUNCH A NEW MODEL GEN 2 TYPE -PERSONA

Proton has expanded its GEN-2 range with the addition of two dual fuel models able to run on either petrol or LPG (liquefied petroleum gas). At around 58p per litre, LPG has become an increasingly attractive alternative following the huge rise in the cost of petrol and diesel, but to convert your car to run on LPG currently costs between £1,500-£2,000. However, there’s finally some good news for the motorist in Proton’s new ecoLogic GEN-2. At exactly the same price as its petrol equivalent, Proton’s new ecologic range offers customers the rare chance to start saving money immediately. Even allowing for the slightly increased fuel consumption when running on LPG, customers can save around 40% on their fuel costs (Autogas Ltd). Based on an average annual mileage of 10,000 miles and the prices of petrol and LPG at £1.12 and 58p respectively (source: Fleet News 20/08/08), this is an annual saving of over £500.

Not only is Proton offering a full factory-fitted LPG conversion at no additional cost to the customer, ecoLogic owners will also benefit from 3 year/60,000 miles total vehicle warranty and 3 years RAC cover.

LPG is not a new concept and is used to run over 140,000 vehicles in the UK currently and 11 million worldwide. Humberside Police have been running LPG-converted Proton vehicles for over 10 years, and with just over 300 on their current fleet, have saved up to £300,000 on fuel costs per year. Proton ecoLogic owners won’t miss out later either, with residual values on LPG dual fuel vehicles recently found to be up to 7.4% better than their petrol equivalent (Fleet News).

It’s becoming increasingly easier to fill up on LPG, with over 1,400 refuelling sites around the UK, including motorway service stations and at major supermarkets.

Not only is the Proton ecoLogic GEN-2 more economical to run, but it has been proved to be more eco-friendly than petrol and diesel. Typically, LPG produces less carbon monoxide, particulates and nitrous oxides than other fuel sources, plus a 15-20% reduction in carbon dioxide compared to petrol. Even the production of LPG is environmentally friendly; it’s a by-product of the extraction and refining of crude oil, which also means there’s a plentiful supply in the UK.

There’s nothing complicated about dual fuel operation, the GEN-2 ecoLogic starts on petrol and then switches to LPG when it’s most efficient to do so, usually after about 20 seconds. Any very slight differences in performance will go unnoticed and the only visible addition to the interior is a switch on the centre console that shows the fuel level. There is a second filler cap next to the petrol cap, which is matched to the exact colour of the car. The LPG tank is situated in the spare wheel well, so owners lose only the smallest amount of boot space.

The Proton ecoLogic GEN-2 has a 1.6 litre engine and is available in a sporty hatchback or saloon version, priced at £10,995 and £10,795 respectively. Customers will be impressed with the high specification that comes as standard, such as reverse distance sensors, air conditioning with pollen filter, electric front and rear windows, automatic central locking and alloy wheels. Both models are available with a leather interior, an option at £1,000, but for a limited time customers can benefit from a stylish black leather interior on the GEN-2 ecoLogic hatchback absolutely free.

Cheaper fuel, reliable motoring, eco-friendly and at no additional cost. Available at Proton dealerships from September 2008, the Proton GEN-2 ecoLogic is a practical solution for the UK motorist feeling the pinch. No catch.

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The last version From Suzuki -Grand Vitara 2.4

Introduction

Suzuki's Grand Vitara is regularly overlooked in the busy compact SUV market. That's surprising, as Suzuki's 4x4 was largely responsible for creating the segment in the first place. A new engine and a mid-life refresh give the competent Grand Vitara a better chance among its numerous competitors.

What are its rivals?

Obvious rivals for the Suzuki Grand Vitara include Japanese competition such as Toyota's RAV4, the Nissan X-Trail and Honda's CR-V, though the Suzuki is a good deal cheaper than its home-market rivals. So that really places it against some of the Korean contenders such as Kia's Sportage and the Hyundai Tucson - though the Grand Vitara has a little more brand cachet than the Korean budget machines. New crossover models from the mainstream manufacturers make life trickier for the Grand Vitara too, while the 'green' push against SUVs means many buyers might also look at an estate car as a potential alternative to the Grand Vitara.

How does it drive?

The key revision on this new Grand Vitara model is the addition of a 2.4-litre petrol engine, joining a 2.0-litre unit in the line-up. The new, larger engine addresses some of the criticism levelled at the 2.0-litre powerplant, bringing more power and refinement. Still taking almost 12 seconds to reach 62mph the 2.4-litre equipped Grand Vitara isn't exactly lightning fast, but what power it does offer is delivered with new levels of refinement. The new engine features a balancer shaft for greater smoothness, Suzuki also adding soundproofing, deeper carpets and even thicker glass to reduce sound intrusion.

The result is good: the Grand Vitara 2.4 is very refined indeed - even when you rev the engine right around to the red line. Few will push their Grand Vitaras hard, but it's surprisingly capable should you choose to. The steering is precise and light and the handling nicely judged. The ride suffers as a result and there's a good bit of body roll when cornering, but the Suzuki grips hard and can even raise a grin on the right road.

What's impressive?

At just under £18,000 the Grand Vitara 2.4 comes nicely equipped with leather seats and a MP3 enabled in-dash six-CD stereo featuring in the mildly refreshed interior. The Grand Vitara drives well too and those measures Suzuki has taken to improve refinement have been very effective. It's also a handsome car, having a cool chiselled look to its lines. Permanent four-wheel drive and a built-in ladder frame within its monocoque construction make it surprisingly capable off road, as well. Already a decent performer regarding pedestrian impact safety, the revised Grand Vitara has had even more work done to its bonnet and bumpers to increase its pedestrian friendliness.

What's not?

The Grand Vitara might offer decent space in the back, but up front it's difficult to get comfortable. The driver's seat doesn't move very far back leaving you perched up near the steering wheel. The gearshift is pretty long in throw and needs working a lot to get anywhere quickly. The 2.4-litre engine is undeniably an improvement over the 2.0-litre engine but we prefer the better mid-range punch of the turbodiesel - even if it is at the expense of refinement. Similarly, the diesel's 36.7mpg capability is preferable to the 2.4-litre petrol's 31.3mpg.

Suzuki may have revised the interior, but you'd need to be a dealer working for the brand to notice. Though the car feels well built, the plastics aren't the most attractive to look at or touch and the leather isn't going to worry the people at Connolly for its finish.

Should I buy one?

You won't ache with desire to own a new Grand Vitara, but it is a sensible, well-priced proposition. Korean rivals might have better warranties, but they lack badge cachet when compared to the Suzuki. It drives decently enough, looks good and offers respectable interior space too. It'll also take you off-road should you need to. We'd certainly consider it, but it's likely we'd have the diesel despite the new petrol engine being the smoother, quieter choice.

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New from Mercedes-Merc SL 500

Introduction

The SL has always appealed for its ability to blend sports car with GT in a beautifully finished package. The 5.5-litre V8-equipped SL 500 is a mainstay in the range, with power aplenty to give it serious performance when you need it, without asking too much of the chassis. Refreshed at the beginning of this year, the new SL will be around for a few years yet, but it's beginning to feel its age.

What are its rivals?

The SL is one of those unusual cars that covers a huge breadth of possible rivals. More so when you consider the wide engine range you can choose from - the AMG SL 65, for instance, with its twin-turbocharged V12 engine, has Ferrari 599 GTB pace and a price not far off the Modena car's. In SL 500 guise tested here it costs a few pounds shy of £78,000, which is Porsche 911 Cabriolet money. Jaguar's XK and BMW's 6 Series - in either drop-top or coupé guise - are also possible alternatives, the SL's folding hardtop meaning it'll appeal to both sets of buyers. Maserati's GranTurismo is another potential - if slightly leftfield - choice in this marketplace.

How does it drive?

The numbers say that the SL 500 will reach 62mph in just 5.4 seconds. That's mightily quick, though it doesn't feel that rapid from standstill. The 5.5-litre engine delivers its best in the mid-range, peak torque being delivered from 2,800 to 4,800rpm. Leave the seven-speed automatic in Comfort mode and you'll be lamenting its slovenly response and lack of urgency to kick-down, but put it into Sport or take over control yourself and the SL 500 reveals a wickedly fast side.

Fitted with the Mercedes ABC (Active Body Control) suspension the SL can do a half-decent impression of a sports car, but ultimately its responses and feedback are too lacking to really involve like some of its rivals do.

What's impressive?

The SL does a phenomenal job of covering all bases. It's an accomplished cruiser, a cool coupé and a smart roadster too - the folding hardtop mechanism is something you'll never tire of watching. It's a great looking car as well, the facelift that we weren't entirely sold on earlier in the year having grown on us. The stylists have done a good job at freshening up the SL's looks and there's a real hint of the classic Pagoda SL to the front now. There's technology aplenty inside too, the SL always among the first models to feature Mercedes' latest equipment. It's comfortable, easy to drive and there's a huge boot as well - even roof down the SL manages to swallow a decent amount of luggage.

What's not?

Good as the SL is at being everything for everyone there's no denying that it falls slightly short as a driver's car. There's precious little feedback from any of the controls, meaning you're left guessing how much or how little grip there is. Usually there's plenty, but in the wet the SL would be a handful if it weren't for its electronic safety nets.

The ride quality isn't quite as good as it could be either, which is not helped by the optional 19-inch wheels and tyres fitted to our car (18-inch wheels are standard). The fascia inside feels tired as well, the air conditioning controls fiddly and the satnav system has some very funny ideas about how to get places quickly - an aftermarket TomTom or the likes is far better. Good as the recent facelift Mercedes gave the SL is, the big roadster is beginning to feel a bit old.

Should I buy one?

You're either an SL kind of person or not. We love its roundedness here and its crushing competence across the board and it looks fantastic too. It is and always has been a very impressive demonstration of Mercedes' finest qualities. As a machine to lust after we're not so sure; it just doesn't get our juices flowing like more sporting rivals do. It's not cheap either, especially if you start picking desirable and expensive options. A Porsche 911, BMW 6 Series or Jaguar XK will deliver a more intimate driving experience, but the SL remains a very desirable choice - despite its advancing years

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