2010 Jaguar XFR

It's no secret that we like the Jaguar XF at Automobile Magazine. The keys to our XF Supercharged Four-Seasons test car are rarely sitting around and we keep piling on the miles. We even named the newest Jaguar sedan a 2009 All-Star. But, like you, we've seen the spy photos and knew the English brand had something hotter coming. That hotter something is the XFR, released here at the Detroit show.

The big news for the XFR is its engine. While the top-spec 2009 XF made due with the older, 4.2-liter supercharged V-8 with 420 hp, the new 2010 XFR gets a new 5.0-liter supercharged V-8 with a BMW M5-conquering 510 hp. Maybe even more telling is the torque. The blown Jaguar engine tops the BMW's same size (though normally-aspirated) V-10 by 78 lb-ft with 461 lb-ft at a rather low 2500 rpm. The XFR's engine even comes close to the larger, 6.2-liter V-8 in the Mercedes-Benz E63 AMG in the torque department. Through the fitment of direct-injection and other fuel-saving technologies, the new AJ-V8 Gen III matches the old XF Supercharged model in fuel economy with an EPA rating of 15 city, 23 hwy. As long as we're in the comparing mood, it's interesting that the M5 is rated at a rather poor 11 city/17 highway and the E63 at 13 city/20 highway. Not that fuel economy is a real priority for buyers in this market.

What is important to buyers in this segment is overall performance. Luckily, Jaguar didn't just drop in a new engine and call it quits. The paddle-shift ZF six-speed automatic transmission is beefed up internally to handle the extra grunt. Larger brakes and a quicker steering rack are used as well. More interestingly, the chassis receives some electronic tweaks. First, an active dampening system called Adaptive Dynamics is fitted. This is a more advanced setup compared to simple, two-step dampers in the outgoing XF Supercharged. The second bit of chassis trickery is even more interesting. It's called Active Differential Control (ADC) and is an electronically controlled limited-slip rear end. It utilizes an electric motor with a multi-plate clutch and can actively transmit torque to the wheel with the most grip.

To read more about the 2010 Jaguar XFR, go to our 2009 Detroit auto show blogs coverage. All the latest blogs from the Editors of Automobile Magazine can be found HERE. We've got our whole staff wandering the floor at Cobo Hall bringing back live photos and more information about all the new debuts from Detroit.

source : car

2010 Jaguar XKR

Sharing the show floor in Detroit with the new Jaguar XFR is the updated XKR. Available as either a coupe or a convertible, the new 510-hp all-aluminum Jaguar rips from 0-60 mph in an impressive 4.6-seconds (manufacture supplied data for the coupe). The engine in the updated XKR is the same direct-injection, supercharged 5.0-liter V-8 seen in the XFR. The sole transmission choice is a six-speed automatic with paddle shifters and based on our past experience with this setup, you won't miss a manual or dual-clutch option. There is also a new electronically controlled limited-slip differential and adaptive dampening, both fitted as standard. Click the above link to the XFR if you'd like more info on the engine, differential, and dampers.

The go-fast, two-door Jag also gains some of details from the XF inside. The rotary, JaguarDrive transmission selector is fitted including buttons to select winter and dynamic mode. Cooled seats are a newly available option.

Jaguar claims a big improvement in interior quality. Door casing are upgraded with saddle-stitched lines and softer-touch trim. A wider choice of interior color options, soft-grain leather and chrome highlights also are part of the changes for the 2010 model year. We welcome all of the improvements as our long-term XK was less than stellar when it came to interior quality and general appointments.

Outside, a new front bumper design is utilized and features a new lower mesh grille. Chrome detailing is also added on the window surrounds. A new body-colored rear spoiler and side vents are also fitted, as is a new rear bumper setup. Finally, LED taillights with twin reversing lamps are new.

The base XK model, the Portfolio, is also upgraded with many of the interior and exterior features found on the XKR. The 300-hp, 4.2 is no more, replaced by a 385 hp, normally-aspirated version of the XKR engine. The XK Portfolio forgoes the adaptive dampening and trick limited-slip diff. Nineteen-inch wheels are standard on all XK models, with twenty-inch wheels still available as an option.

We enjoyed our long-term XK as it was wonderful to drive and looked great. We're happy to see that Jaguar has upgraded the engines but, more importantly, the interior as that was one sore spot in our one-year test.

To read more about the 2010 Jaguar XKR, go to our 2009 Detroit auto show blogs coverage. All the latest blogs from the Editors of Automobile Magazine can be found HERE. We've got our whole staff wandering the floor at Cobo Hall bringing back live photos and more information about all the new debuts from Detroit.

source : car

2010 Porsche 911 GT3

Though we rarely meet a Porsche we don't like, the 911 GT3 - a hardcore, track-tuned version of the legendary sports car - has always occupied a soft spot in our hearts. That likely won't change, as the 2010 Porsche 911 GT3 has grown in all the right places.

That isn't immediately apparent, though a few visual cues do set the new GT3 apart from its predecessor. A new aerodynamics package adds a redesigned rear wing, along with new front and rear bumper fascias. The front grille is now body color, while the GT3 also sports revised turn signals and taillights - a hallmark of the revised 911 range.

The biggest growth, however, lies underneath the hood. The previous car's 3.6-liter flat-six engine is eschewed in favor of a new 3.8-liter unit. It's good for 435 hp, a 20-hp increase that Porsche attributes to both the extra displacement and the addition of variable cam timing. Notably absent, however, are direct fuel injection, a technology increasingly seen on Porsche's latest models . Also missing is the new PDK dual-clutch transmission - the new GT3 comes only with a six-speed manual, and Porsche won't confirm or deny rumors of eventually offering the PDK gearbox in the car.

No worries - even without the fancy transaxle and fuel delivery system, the new GT3's still a verifiable rocket. Porsche says the new car will move from 0-62 mph in a brief 4.1 seconds, and will ultimately hit a top speed of 194 mph. Perhaps it's a good thing the GT3 continues to offer Porsche's active suspension system (PASM), allowing the driver to select between a softer mode for casual driving and a stiffer setting for track days.

Such adaptivity is also found in a clever new option, the Porsche Active Drivetrain Mount. As its name suggests, the PADM system essentially acts as an active suspension for the engine itself, stiffening the engine mounts in hard driving to improve weight transfer. One new addition: stability control, though Porsche's added a neat trick to keep enthusiasts and racers alike happy. The system can be deactivated in two parts - one killing the stability control, the other disabling traction control - and unlike similar systems in lesser 911 models, neither is reactivated upon applying the brakes.

Though the 911 GT3 launches at the 2009 Geneva motor show in March, it won't arrive stateside until October. Porsche says pricing should begin at $112,000, excluding taxes and destination charges.

source : car

2010 Lincoln MKT

"The MKT is fully differentiated from the Flex," claims chief engineer Ron Heiser. That's a bit of hyperbole, since they share the same platform (one which Heiser points out has superb crash performance) and basic chassis tuning. But his point is well-taken, because everything you see and touch both inside and outside the MKT - which closely hews to the MKT Concept from last year's Detroit show - has little to nothing in common with the Flex. Indeed, chief designer Gordon Platto takes visible pleasure from pointing out the MKT's features: "This is the first time we've actually fully integrated the grille from the [2007] MKR Concept. We've combined it with zero-offset bumpers for a smooth exterior. Inside, we use the same cut-and-sew leather and wood trim as in the MKS sedan, and our 'floating armrest' is also from the MKR and allows us to offer contrast-color inserts later."

When it goes on sale late this summer, the Ontario-built, glass-roofed, seven-passenger crossover will be offered in front- or all-wheel-drive guise, powered by a 267-hp, 268-lb-ft, 3.7-liter V-6 mated to a six-speed paddleshift transmission. The optional EcoBoost V-6 bumps both power and torque to about 350 and comes with standard all-wheel drive and its own 20-inch wheel design (twenties are also available with the base V-6). Thus equipped, the MKT tips the scales at a whopping 5250 pounds, but Heiser points out weight-saving measures, such as a "huge piece" of magnesium in the tailgate that saved twenty pounds and the use of cast magnesium for the superstructure that holds the radiator. Pricing hasn't been announced, but Lincoln says the $41,750 Acura MDX and the $44,325 Audi Q7 are its primary targets.

source : car

2010 Toyota Prius

Can one million owners be wrong? Not likely, and that's why engineers were careful in creating the 2010 Toyota Prius. Toyota's honed its recipe for a successful hybrid sedan over the past ten years, and there's little need to stray wildly from it - some slight refinements are all that's needed.

Thankfully, Toyota says the new Prius is a product of careful refinement, and that's evident upon a first look. The triangular form of the previous car continues, though the roofline has been modified to increase rear headroom and improve aerodynamics, which are rated at a scant .25 cD. Other styling tweaks aim to visually tie the Prius with its non-hybrid siblings; indeed, the new headlamps and grille are vaguely reminiscent of the current Yaris hatchback.

Size wise, the Prius hasn't grown much - but its engine has. The 2010 model scraps the old 1.6-liter four-banger in favor of a 98-hp, 1.8-liter Atkinson-cycle I-4. Interestingly, the increased displacement supposedly doesn't impact fuel economy. Toyota says the increase in torque - now 105 lb-ft at 4000 rpm - helps improve the Prius' fuel economy, especially once it's on the highway.

A number of other changes also help raise those fuel economy numbers. The new engine uses electric power steering and water pumps, both of which are said to increase efficiency (and help eliminate the need for accessory belts). Like the 2010 Lexus RX450h, the new Prius still uses Toyota's Hybrid Synergy Drive, but a compact transaxle and a smaller transaxle reduce weight by twenty percent. The presence of a few electronic goodies - like a solar-powered remote air conditioning system and LED exterior lighting - are also said to help reduce the Prius' thirst for fuel.

Of course, if you're looking for the best fuel economy, you'll want to engage EV-Drive Mode, one of three driver-selectable drivetrain modes. EV-Drive allows the Prius to run solely on electric power for approximately one mile, while a Power mode increases the throttle sensitivity - potentially a blessing on highway on-ramps. We're betting most will simply leave the car in "Eco mode," which reportedly helps the Prius attain the best mileage possible.

According to Toyota, that mileage should be a combined 50 mpg city/highway, though we've yet to see official EPA figures. We're not expecting a huge climb in city economy (lest, of course, you take full advantage of the EV-Drive mode), but the jump in power may help improve the Prius' highway ratings.

source : car

2010 Toyota Prius

No shoes were flung when the 2010 Toyota Prius debuted at the recent Detroit auto show. Considering the grim mood in the Motor City - with domestic automakers on death watch and frozen credit paralyzing sales - and the fact that a gallon of gas costs little more than a can of beer, that's remarkable. Detroit was hardly the opportune place for a fuel-scrimping, technically advanced Asian import to bow. Then again, consider the Latin meaning of the word Prius: to go before. Defying skeptics is this car's cause. The Prius's mission has always been venturing ahead of the gas-saving, earth-hugging curve.

Toyota calls this the third generation of the Prius (not counting one sold in Japan from 1997 to 2000 but never imported here), but the gist of the world's best-selling gas-electric hybrid hasn't changed an iota. It rides on the same 106.3-inch wheelbase as its predecessor, and its external dimensions are longer, lower, and wider by smidgens. The fresh but still nerdy-looking skin smites the wind with a drag coefficient trimmed from 0.26 to 0.25. The front wheels are again energized by a compound powertrain consisting of one four-cylinder engine, two motor/generators, one planetary gearbox, and a nickel-metal-hydride battery pack.

The rumored plug-in lithium-ion batteries are a no-show for now, yet Toyota engineers overhauled the rest of the Prius's propulsion system. The DOHC sixteen-valve I-4 engine grows from 1.5 to 1.8 liters in displacement, upping peak output from 76 to 98 hp at 5200 rpm. One carryover feature is the use of the Atkinson cycle, a delayed intake-valve closing arrangement that yields a longer expansion stroke and reduced fuel consumption. The most notable engine innovation is the elimination of belts under the hood; all accessory equipment (A/C compressor, coolant pump, power-steering pump) is now directly driven by the engine or by an electric motor.

A new transaxle brings a 20 percent reduction in friction. About seventy pounds have been trimmed from the hybrid drive system. Gearing revisions supported by a 28 percent increase in peak engine torque (to 105 lb-ft at 4000 rpm) and a 22 percent gain in total hybrid system power deliver improved acceleration and better mileage. Expect an EPA combined rating of 50 mpg (versus 46 mpg for the outgoing Prius), with a city figure just over and highway mileage a bit under the nifty-fifty mark.

source : car

2010 Ford Taurus

The new Taurus is nobody's dog-tired rental car. Instead, it's "the flagship for the Ford Motor Company," boasts car design director Moray Callum. "We wanted to produce a purely American car." And they have. The new Taurus, on sale this summer, has style and substance in spades and wears its blue-oval badge large and proud in its broad, three-bar grille. Unlike its predecessors, the Taurus is not explicitly a family car, since Ford believes that today's families prefer crossovers. Sure, there are five seatbelts, but the driver's environment has a sporty-cockpit feel, with Mustang-style dual binnacles, nicely bolstered seats, paddle shifters, blue-lit instruments, and a T-shaped gearshifter, also from the Mustang. Much of the interior reflects a new way of thinking for Ford, such as the fact that the center stack slopes at a sharp, 38-degree angle. "The engineers originally didn't want us to break the 30-degree barrier," recalls interior designer Lon Zaback, "but [executive vice president] Mark Fields wanted it, and it gave us the flow-through and allowed us to raise the center console height."

The Taurus is similar in size and proportion to the Lincoln MKS, with which it shares its Volvo-derived "D3" platform, but it has a lower roofline and shorter overhangs. Development took two and a half years, and chief engineer Pete Reyes claims that its first focus was "on handling and steering, for a very engaging feel. We spent a lot of time calibrating the SelectShift to make the paddleshifting very quick. We also targeted quietness, with lots of sound deadening." Powertrains will mirror those of the Flex: a 3.5-liter V-6 will send some 256 hp to the front wheels or to all four with optional all-wheel drive, and the direct-injected, 350-hp turbocharged EcoBoost V-6 will also be available. Although Ford is largely mum on the subject, it's clear that an SVT version - inevitably to get the storied SHO moniker - is in the works.

To read more about the 2010 Ford Taurus, go to our 2009 Detroit auto show blogs coverage. All the latest blogs from the Editors of Automobile Magazine can be found HERE. We've got our whole staff wandering the floor at Cobo Hall bringing back live photos and more information about all the new debuts from Detroit.

source : car

2010 Jaguar XFR

It's no secret that we like the Jaguar XF at Automobile Magazine. The keys to our XF Supercharged Four-Seasons test car are rarely sitting around and we keep piling on the miles. We even named the newest Jaguar sedan a 2009 All-Star. But, like you, we've seen the spy photos and knew the English brand had something hotter coming. That hotter something is the XFR, released here at the Detroit show.

The big news for the XFR is its engine. While the top-spec 2009 XF made due with the older, 4.2-liter supercharged V-8 with 420 hp, the new 2010 XFR gets a new 5.0-liter supercharged V-8 with a BMW M5-conquering 510 hp. Maybe even more telling is the torque. The blown Jaguar engine tops the BMW's same size (though normally-aspirated) V-10 by 78 lb-ft with 461 lb-ft at a rather low 2500 rpm. The XFR's engine even comes close to the larger, 6.2-liter V-8 in the Mercedes-Benz E63 AMG in the torque department. Through the fitment of direct-injection and other fuel-saving technologies, the new AJ-V8 Gen III matches the old XF Supercharged model in fuel economy with an EPA rating of 15 city, 23 hwy. As long as we're in the comparing mood, it's interesting that the M5 is rated at a rather poor 11 city/17 highway and the E63 at 13 city/20 highway. Not that fuel economy is a real priority for buyers in this market.

What is important to buyers in this segment is overall performance. Luckily, Jaguar didn't just drop in a new engine and call it quits. The paddle-shift ZF six-speed automatic transmission is beefed up internally to handle the extra grunt. Larger brakes and a quicker steering rack are used as well. More interestingly, the chassis receives some electronic tweaks. First, an active dampening system called Adaptive Dynamics is fitted. This is a more advanced setup compared to simple, two-step dampers in the outgoing XF Supercharged. The second bit of chassis trickery is even more interesting. It's called Active Differential Control (ADC) and is an electronically controlled limited-slip rear end. It utilizes an electric motor with a multi-plate clutch and can actively transmit torque to the wheel with the most grip.

To read more about the 2010 Jaguar XFR, go to our 2009 Detroit auto show blogs coverage. All the latest blogs from the Editors of Automobile Magazine can be found HERE. We've got our whole staff wandering the floor at Cobo Hall bringing back live photos and more information about all the new debuts from Detroit.

source : car

2010 Jaguar XKR

Sharing the show floor in Detroit with the new Jaguar XFR is the updated XKR. Available as either a coupe or a convertible, the new 510-hp all-aluminum Jaguar rips from 0-60 mph in an impressive 4.6-seconds (manufacture supplied data for the coupe). The engine in the updated XKR is the same direct-injection, supercharged 5.0-liter V-8 seen in the XFR. The sole transmission choice is a six-speed automatic with paddle shifters and based on our past experience with this setup, you won't miss a manual or dual-clutch option. There is also a new electronically controlled limited-slip differential and adaptive dampening, both fitted as standard. Click the above link to the XFR if you'd like more info on the engine, differential, and dampers.

The go-fast, two-door Jag also gains some of details from the XF inside. The rotary, JaguarDrive transmission selector is fitted including buttons to select winter and dynamic mode. Cooled seats are a newly available option.

Jaguar claims a big improvement in interior quality. Door casing are upgraded with saddle-stitched lines and softer-touch trim. A wider choice of interior color options, soft-grain leather and chrome highlights also are part of the changes for the 2010 model year. We welcome all of the improvements as our long-term XK was less than stellar when it came to interior quality and general appointments.

Outside, a new front bumper design is utilized and features a new lower mesh grille. Chrome detailing is also added on the window surrounds. A new body-colored rear spoiler and side vents are also fitted, as is a new rear bumper setup. Finally, LED taillights with twin reversing lamps are new.

The base XK model, the Portfolio, is also upgraded with many of the interior and exterior features found on the XKR. The 300-hp, 4.2 is no more, replaced by a 385 hp, normally-aspirated version of the XKR engine. The XK Portfolio forgoes the adaptive dampening and trick limited-slip diff. Nineteen-inch wheels are standard on all XK models, with twenty-inch wheels still available as an option.

We enjoyed our long-term XK as it was wonderful to drive and looked great. We're happy to see that Jaguar has upgraded the engines but, more importantly, the interior as that was one sore spot in our one-year test.

To read more about the 2010 Jaguar XKR, go to our 2009 Detroit auto show blogs coverage. All the latest blogs from the Editors of Automobile Magazine can be found HERE. We've got our whole staff wandering the floor at Cobo Hall bringing back live photos and more information about all the new debuts from Detroit.

source :car

2010 Lincoln MKT

The MKT is fully differentiated from the Flex," claims chief engineer Ron Heiser. That's a bit of hyperbole, since they share the same platform (one which Heiser points out has superb crash performance) and basic chassis tuning. But his point is well-taken, because everything you see and touch both inside and outside the MKT - which closely hews to the MKT Concept from last year's Detroit show - has little to nothing in common with the Flex. Indeed, chief designer Gordon Platto takes visible pleasure from pointing out the MKT's features: "This is the first time we've actually fully integrated the grille from the [2007] MKR Concept. We've combined it with zero-offset bumpers for a smooth exterior. Inside, we use the same cut-and-sew leather and wood trim as in the MKS sedan, and our 'floating armrest' is also from the MKR and allows us to offer contrast-color inserts later."

When it goes on sale late this summer, the Ontario-built, glass-roofed, seven-passenger crossover will be offered in front- or all-wheel-drive guise, powered by a 267-hp, 268-lb-ft, 3.7-liter V-6 mated to a six-speed paddleshift transmission. The optional EcoBoost V-6 bumps both power and torque to about 350 and comes with standard all-wheel drive and its own 20-inch wheel design (twenties are also available with the base V-6). Thus equipped, the MKT tips the scales at a whopping 5250 pounds, but Heiser points out weight-saving measures, such as a "huge piece" of magnesium in the tailgate that saved twenty pounds and the use of cast magnesium for the superstructure that holds the radiator. Pricing hasn't been announced, but Lincoln says the $41,750 Acura MDX and the $44,325 Audi Q7 are its primary targets.

source : car

2010 Toyota Prius

Can one million owners be wrong? Not likely, and that's why engineers were careful in creating the 2010 Toyota Prius. Toyota's honed its recipe for a successful hybrid sedan over the past ten years, and there's little need to stray wildly from it - some slight refinements are all that's needed.

Thankfully, Toyota says the new Prius is a product of careful refinement, and that's evident upon a first look. The triangular form of the previous car continues, though the roofline has been modified to increase rear headroom and improve aerodynamics, which are rated at a scant .25 cD. Other styling tweaks aim to visually tie the Prius with its non-hybrid siblings; indeed, the new headlamps and grille are vaguely reminiscent of the current Yaris hatchback.

Size wise, the Prius hasn't grown much - but its engine has. The 2010 model scraps the old 1.6-liter four-banger in favor of a 98-hp, 1.8-liter Atkinson-cycle I-4. Interestingly, the increased displacement supposedly doesn't impact fuel economy. Toyota says the increase in torque - now 105 lb-ft at 4000 rpm - helps improve the Prius' fuel economy, especially once it's on the highway.

A number of other changes also help raise those fuel economy numbers. The new engine uses electric power steering and water pumps, both of which are said to increase efficiency (and help eliminate the need for accessory belts). Like the 2010 Lexus RX450h, the new Prius still uses Toyota's Hybrid Synergy Drive, but a compact transaxle and a smaller transaxle reduce weight by twenty percent. The presence of a few electronic goodies - like a solar-powered remote air conditioning system and LED exterior lighting - are also said to help reduce the Prius' thirst for fuel.

Of course, if you're looking for the best fuel economy, you'll want to engage EV-Drive Mode, one of three driver-selectable drivetrain modes. EV-Drive allows the Prius to run solely on electric power for approximately one mile, while a Power mode increases the throttle sensitivity - potentially a blessing on highway on-ramps. We're betting most will simply leave the car in "Eco mode," which reportedly helps the Prius attain the best mileage possible.

According to Toyota, that mileage should be a combined 50 mpg city/highway, though we've yet to see official EPA figures. We're not expecting a huge climb in city economy (lest, of course, you take full advantage of the EV-Drive mode), but the jump in power may help improve the Prius' highway ratings.

source : car

2010 Toyota Prius

No shoes were flung when the 2010 Toyota Prius debuted at the recent Detroit auto show. Considering the grim mood in the Motor City - with domestic automakers on death watch and frozen credit paralyzing sales - and the fact that a gallon of gas costs little more than a can of beer, that's remarkable. Detroit was hardly the opportune place for a fuel-scrimping, technically advanced Asian import to bow. Then again, consider the Latin meaning of the word Prius: to go before. Defying skeptics is this car's cause. The Prius's mission has always been venturing ahead of the gas-saving, earth-hugging curve.

Toyota calls this the third generation of the Prius (not counting one sold in Japan from 1997 to 2000 but never imported here), but the gist of the world's best-selling gas-electric hybrid hasn't changed an iota. It rides on the same 106.3-inch wheelbase as its predecessor, and its external dimensions are longer, lower, and wider by smidgens. The fresh but still nerdy-looking skin smites the wind with a drag coefficient trimmed from 0.26 to 0.25. The front wheels are again energized by a compound powertrain consisting of one four-cylinder engine, two motor/generators, one planetary gearbox, and a nickel-metal-hydride battery pack.

The rumored plug-in lithium-ion batteries are a no-show for now, yet Toyota engineers overhauled the rest of the Prius's propulsion system. The DOHC sixteen-valve I-4 engine grows from 1.5 to 1.8 liters in displacement, upping peak output from 76 to 98 hp at 5200 rpm. One carryover feature is the use of the Atkinson cycle, a delayed intake-valve closing arrangement that yields a longer expansion stroke and reduced fuel consumption. The most notable engine innovation is the elimination of belts under the hood; all accessory equipment (A/C compressor, coolant pump, power-steering pump) is now directly driven by the engine or by an electric motor.

A new transaxle brings a 20 percent reduction in friction. About seventy pounds have been trimmed from the hybrid drive system. Gearing revisions supported by a 28 percent increase in peak engine torque (to 105 lb-ft at 4000 rpm) and a 22 percent gain in total hybrid system power deliver improved acceleration and better mileage. Expect an EPA combined rating of 50 mpg (versus 46 mpg for the outgoing Prius), with a city figure just over and highway mileage a bit under the nifty-fifty mark.

source : car

2010 Porsche 911 GT3

Though we rarely meet a Porsche we don't like, the 911 GT3 - a hardcore, track-tuned version of the legendary sports car - has always occupied a soft spot in our hearts. That likely won't change, as the 2010 Porsche 911 GT3 has grown in all the right places.

That isn't immediately apparent, though a few visual cues do set the new GT3 apart from its predecessor. A new aerodynamics package adds a redesigned rear wing, along with new front and rear bumper fascias. The front grille is now body color, while the GT3 also sports revised turn signals and taillights - a hallmark of the revised 911 range.

The biggest growth, however, lies underneath the hood. The previous car's 3.6-liter flat-six engine is eschewed in favor of a new 3.8-liter unit. It's good for 435 hp, a 20-hp increase that Porsche attributes to both the extra displacement and the addition of variable cam timing. Notably absent, however, are direct fuel injection, a technology increasingly seen on Porsche's latest models . Also missing is the new PDK dual-clutch transmission - the new GT3 comes only with a six-speed manual, and Porsche won't confirm or deny rumors of eventually offering the PDK gearbox in the car.

No worries - even without the fancy transaxle and fuel delivery system, the new GT3's still a verifiable rocket. Porsche says the new car will move from 0-62 mph in a brief 4.1 seconds, and will ultimately hit a top speed of 194 mph. Perhaps it's a good thing the GT3 continues to offer Porsche's active suspension system (PASM), allowing the driver to select between a softer mode for casual driving and a stiffer setting for track days.

Such adaptivity is also found in a clever new option, the Porsche Active Drivetrain Mount. As its name suggests, the PADM system essentially acts as an active suspension for the engine itself, stiffening the engine mounts in hard driving to improve weight transfer. One new addition: stability control, though Porsche's added a neat trick to keep enthusiasts and racers alike happy. The system can be deactivated in two parts - one killing the stability control, the other disabling traction control - and unlike similar systems in lesser 911 models, neither is reactivated upon applying the brakes.

Though the 911 GT3 launches at the 2009 Geneva motor show in March, it won't arrive stateside until October. Porsche says pricing should begin at $112,000, excluding taxes and destination charges.

source : car

2010 Ford Harley-Davidson F-150

Lest you thought seven trim levels were too few for the F-150, here's another for the portfolio: The 2010 Ford Harley-Davidson F-150.

As the 14th collaboration between Ford and Harley-Davidson, the 2010 H-D F-150 signifies not only the first customization of the newly-revamped F-150, but a move away from the Super Duty range (for 2009, the H-D moniker was applied only to a tricked-out F-450).

Like previous Harley-Davidson editions, the 2010 model differs from other F-150 mostly in its appearance. Ford paints the Harley truck in a metallic maroon paint that flip-flops to a blood red hue under direct light, and accentuates it with maroon C-stripes above the rocker panels. A custom chrome grille insert is designed to resemble the heat fins on a V-twin engine, while retractable running boards clean up the F-150's side profile.

Perhaps the most important change comes within, as Ford designers took a serious look at refining both interior design and materials. Both dash and door panels wear a glossy piano black finish, while plastics on the center stack and center console are finished in a maroon color that emulates the exterior. A similar color appears on the leather seat skins, which - with lapel loops and zippered map pockets - are said to emulate bikers' jackets.

New 22-inch aluminum wheels are exclusive to the Harley-Davidson F-150, and though Ford says the truck features a sport suspension, we're told it's mainly tuned to improve ride and handling with the larger wheels. Unlike earlier versions, don't look for any go-fast goodies underhood. In fact, the only notable mechanical change comes if you opt for a four-wheel-drive model - an automatic transfer case is included, and is exclusive to the Harley model.

Such limited change means the Harley Davidson F-150 still uses the three-valve variant of Ford's 5.4-liter V-8, which produces the same 310 hp as it does in other F-150 trims. A six-speed automatic is standard on both 4x2 and 4x4 models.

source : car

2010 Kia Forte

Hot on the heels of its launch of the squarish Soul, Kia has unveiled the 2010 Forte sedan at the 2009 Chicago Auto Show. The Forte, which will effectively replace the Spectra (in both size and price), is due to go on sale in North America in the second quarter of 2009.

It's no accident that the Forte's face somewhat resembles the Honda Civic, since the Civic and the Toyota Corolla are the current kings of the hotly contested compact-sedan market. The front-wheel-drive Forte--whose length, width, and height measurements are within an inch of matching those of the Honda and the Toyota--shares its wheelbase and width measurements with its corporate cousin, the Hyundai Elantra, but the Kia pulls a more impressive 156 hp from its base 2.0-liter DOHC four-cylinder engine.

As enthusiasts, though, we're more interested in the Forte SX, which gets a 2.4-liter DOHC in-line four with 173 hp and 168 lb-ft of torque. The sporty SX trim level also features seventeen-inch aluminum wheels, 45-series low-profile tires, larger front brakes, and a rear spoiler, as well as a standard six-speed manual transmission or an optional five-speed automatic. The Forte's other two trims, LX and EX, get one fewer gear attached to either gearbox, but the EX is also available with the so-called Fuel Economy Package, which includes the five-speed auto, "Motor Drive" power steering, and low-rolling-resistance tires, helping the vehicle achieve 1 or 2 mpg more than the other 2.0-liter-powered Fortes. (Kia isn't estimating fuel-economy figures with the stick shifts or the 2.4-liter engine, but the company quotes 25/34 mpg city/highway with the four-speed automatic and 25/36 mpg with the five-speed.) All Fortes will come standard with loads of safety features, such as four-wheel disc brakes with ABS, stability control, active front headrests, and six air bags.

No matter what trim level you choose, Kia is confident about how the Forte will stack up to its rivals. "The Kia-engineered body achieves high torsional stiffness," says the Chicago unveil press release, "giving Forte better handling, smoother ride quality, and greater refinement than its competitors, with a specially tuned suspension adjusted perfectly for responsive handling on curvy roads."

We're anxious to get behind the wheel and find out how much truth lies in those promises. Stay tuned to Automobile Magazine and www.automobilemag.com for more on the Kia Forte.

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2010 Hyundai Genesis Coupe R-Spec

One of the few bright spots in what has been a bleak, anxious period for the auto industry has been Hyundai. Last year, the Korean automaker made a clean break from its econocar roots with the Genesis, an honest-to-goodness luxury sedan that took home North American Car of the Year honors. More recently, it let journalists drive the Genesis Coupe, a sport compact-cum-pony car that might just crash the new Mustang and Camaro's coming out parties. The ink hasn't even dried yet on those driving impressions, but that's not stopping Hyundai from revealing its next moves, namely, a racing program and more importantly the Genesis Coupe R-Spec.

The R-Spec, which is being unveiled this week at the Chicago auto show, is no fire-breathing GT500 or SS slayer - at least not from the factory. Hyundai says it intends the R-Spec "to appeal to true enthusiasts who want a low starting price and the ability to tune their car to their own specifications." One look at the MSRP of $24,500 confirms the car's budget-enthusiast aspirations. But to really understand the R-Spec, you need to look at its spec sheet, which reads like a lurid romance novel for both import-tuners and weekend racers. Included are the 210-hp turbocharged four cylinder, six-speed manual, Brembo brakes, limited-slip differential, and 19-inch summer performance tires from the more expensive Genesis Coupe Track model. Gone is anything Hyundai deemed "non-essential convenience equipment," including Bluetooth, automatic headlights, cruise control, trip computer, chrome interior accents and steering wheel audio controls. Don't ask for an automatic transmission, either. Mind you, with power windows and locks, keyless entry, and a leather-wrapped shifter and steering wheel, it's still better equipped than a loaded Accent, but the purist intent is clear.

With such a blank slate, potential owners are sure to wonder: Will modifications and/or racing be covered by "America's best warranty"? Um, no.

"Any modification could potentially void the warranty, like any other manufacturer," said Hyundai spokesperson Miles Johnson. So don't bring your slammed R-Spec to a friendly Hyundai dealer in 2019 and expect to get a free replacement for the engine you grenaded.

At the same time, Hyundai says it's going racing, or more precisely, drifting. Rhys Millen, the rally driver and drifter who in the past fielded a Pontiac GTO and Solstice, will now be artistically roasting the rear tires of a 550-hp Genesis Coupe.

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2010 Acura TSX V-6

We never found Acura's TSX wanting for power, but in order to fill the gap between its entry-level model and the larger TL, the company's added a V-6-powered TSX model for 2010.

That V-6 is the same 3.5-liter, 24-valve, SOHC V-6 found in the front-wheel-drive TL. It's still rated at 280 hp and 254 lb-ft of torque, which represents a 79 hp and 84 lb-ft jump over the 2.4-liter I-4. Helping channel that power are new 20-inch wheels and larger disc brakes, which are exclusive to the TSX V-6.

Opting for the six-banger also yields buyers features like leather seating, a power sunroof, and a seven-speaker audio system as standard equipment. Acura's Technology Package, which includes navigation, real-time traffic updates, and a ten-speaker Panasonic/ELS surround sound system, remains an optional extra.

Certainly this sounds like an attractive option, but it comes with one caveat: there's no manual transmission. The TSX V-6 comes standard with Acura's five-speed automatic transaxle, and though it does offer a manual mode and requisite shift paddles, we'll miss the silky-smooth six-speed manual offered on four-cylinder cars.

Acura's surprisingly quiet on most details about this car, but promises we'll know learn more closer to the TSX V-6's launch this summer. Pricing hasn't been announced, but we'd estimate base prices hovering around $32,000 - right between the four-cylinder TSX and the front-wheel-drive TL.

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2010 Ford Taurus SHO

If Ford resuscitated the Taurus nameplate for consumer appeal, then the 2010 Ford Taurus SHO's rebirth is strictly for the enthusiasts.

You heard us right: enthusiasts. We know it's counter-intuitive to combine the words "Taurus" and "passion" within a sentence, but adding a high-revving Yamaha-developed engine, along with track-tuned suspension bits, helped make such a phrase possible. Some say the original, built between 1989 and 1997, was nothing short of magical - and that's what Ford hopes to recapture with the 2010 Taurus SHO.

That magic won't be visible from the outside, however. Apart from larger aluminum wheels, a trunk spoiler, and small - and we mean small - 'SHO' badges on the trunk and C-pillars, it's hard to tell a Taurus from a Taurus SHO.

Underhood, however, things begin to change. Ford's installed a twin-turbocharged, direct-injection 3.5-liter V-6 from its Ecoboost engine range. Although its rating of 365 hp is hardly anything to sneeze at (that's a 50-hp advantage over the 2010 Mustang GT's V-8), we're a bit reluctant to call it a "Super High Output" motor. Perhaps "Slightly Higher Output" is more appropriate - after all, it's a 10-hp boost over similar engines installed in the Lincoln MKS.

Although the manual transaxle - a highlight of the first-generation SHO - is nowhere to be found, the new gearbox does allow drivers to row their own gears via column-mounted shift paddles. We're more interested in the fact that the SHO is offered only as an all-wheel-drive sedan, using the torque-distributing system introduced in the 'normal' Taurus earlier this year.

If you're of the 'race on Sunday, commute on Monday' mindset, we'd recommend ordering one with the "SHO Performance Package," which adds a sport setting on the stability control, upgraded brake pads, recalibrated steering, and a 3.16:1 final drive ratio. Also included are 20-inch aluminum wheels, wearing no less than summer-compound Goodyear Eagle F1 rubber.

Sure, the Ford Special Vehicle Operations team of old would have made such goodies standard, but we're happy to see such go-fast hardware available directly from the factory. Whether or not it'll help the Taurus compete against the BMW 5-series - Ford's target both then and now - remains to be seen. Even if it doesn't steal marketshare from the Bavarians, we're sure the new Taurus SHO will appease the enthusiasts.

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2010 Audi R8 V-1

What's the difference in the V-10 engines that power the top Audi and Lamborghini's crown prince? As it turns out, not much. Both share the same basic components and architecture: a 90-degree V-angle, DOHC 4-valves per cylinder top end, mostly aluminum construction. The forged-steel crankshaft and connecting rods and forged aluminum pistons providing a 12.5:1 compression ratio are also shared by both sports cars.

According to Volkswagen AG's powertrain head Wolfgang Hatz and Audi's V-8 and V-10 chief Jurgen Jablonski, the differences are subtle and restricted to intake and exhaust details. Engine mapping-combinations of ignition timing, fuel delivery, valve timing, and operation of the muffler bypass valves-differs to give the Lamborghini engine a more urgent and aggressive personality versus the Audi's slightly steadier, more sedate characteristics. Minor differences in the shape of the intake ports and the configuration of the twin intake plenums topping each engine are also present. While exhaust headers are basically the same, the layout of the mufflers differs significantly according to the space available under each car and the auditory flavor desired by each brand.

Lamborghini chose an untamed in-your-face howl that starts early and lasts until the revs run out at 8700 rpm. Audi R8 engineers selected a deeper, less frenetic voice. Stand on the gas in the Gallardo and the V-10 overwhelms the cockpit with an Italian serenade. In the Audi, triggering the throttle hurtles you expeditiously away from a wake roiling with dust and commotion.

The stats tell the rest of the story. The Lamborghini engine tops at with 552 versus the R8's 525 horsepower at 8000 rpm. The more expensive Gallardo also tops Audi's torque with 398 lb-ft versus the R8's 391 lb-ft at 6500 rpm. While both cars are quick, R8 drivers will enjoy a clear view of a rapidly shrinking Gallardo's rear bumper when the green flag drops.

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2010 Aston Martin V12 Vantage

Aston Martin has pulled the wraps off of its most potent production sports car in the brand's 95-year history. What was merely a concept just over a year ago is now the 2010 Aston Martin V12 Vantage.

Essentially, Aston wanted to add some pungency to its product line so the company took its lightest, most nimble coupe and shoved in its biggest engine. The result is a car the size of a V8 Vantage with the V-12 grunt of the DBS.

Unfortunately, the 6.0-liter under the hood of the V12 Vantage doesn't make the expected 600 hp of the concept. However, it does turn out 510 hp. Aston claims that power will launch the car to 60 mph in 4.1 seconds and give it a top speed of 190 mph.

As shown by the pictures, the mighty engine wasn't the only enhancement. To bring all that power to a halt, the V12 Vantage has added vented carbon ceramic brakes that span 15.7 inches in the front and 14.2 inches in the rear. It also wears 19-inch lightweight forged aluminum wheels shod with Pirelli PZero Corsa tires to help it put the power to the pavement.

Visually, the V12 Vantage is distinguished by a vented hood, carbon-fiber front and rear splitters, and more aggressive side skirts. The aerodynamic bits on the car result in a 64 percent reduction in total vehicle lift, increasing the car's high speed stability.

Inside, the cabin is a sea of Alcantara and stitched leather. As an option, hard-core drivers can opt for carbon-fiber and kevlar seats which save nearly 40 pounds.

The V12 Vantage will officially debut at the Geneva Motor Show next week. Word on the street is that the new sports car will not be making its way to North America due to concerns about emissions and crashworthiness. Pricing will be announced at the show and expected to top $200,000.

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Blazing Bentley Continental Supersports Revealed

For 24 months a small group of engineers and designers worked on a special project to reduce the weight and increase the power of the Continental GT. What you see before you is the result. The Continental Supersports - the name comes from the original 3-liter model introduced in 1925 - will be the fastest road-going car in the company's 90 year history.

How fast is it? Bentley's initial performance figures say that the sprint to 60 mph takes only 3.7 seconds and it'll top out at 204 mph. Those figures best the current quickest Bentley, the Continental GT Speed, which takes more than 4 seconds to reach 60 mph and hits top speed at a mere 202 mph.

Part of the improved acceleration comes from the revised 6.0-liter W-12 engine. The engine is the company's first flex-fuel-capable power plant. It now produces 621 hp and 590 lb-ft of torque. Inside the fuel tank is a sensor that detects the ratio of gasoline to E85 and reports back to the ECU to ensure that the engine's output remains the same regardless of the mixture.

Bentley knocked a few more ticks off the acceleration times with a new 'Quickshift' transmission that cuts former shift times in half. The entire car has also been lightened by 243 lbs. To bring it all to a halt, the Supersports uses the largest and most powerful carbon ceramic brakes fitted to a production car.

Handling is improved thanks to an array of chassis enhancements. Lighter weight components were used and the steering, dampers, and anti-roll bars were all retuned. Bentley further improved the agility by implementing a 40/60 rear-biased torque split for the all-wheel drive system, a wider rear track, lightweight 20-inch wheels and a revised electronic stability program.

Inside, the cabin was designed to give occupants a sporty feel and it also contributes the to weight reduction theme. First off, you'll notice that the rear seats have been replaced by a storage deck and a carbon fiber luggage retaining beam. Also, the fancy woodwork around the cabin is replaced by carbon fiber and the same material is found on the lighter weight front sport seats. Finally, the rest of the inside is trimmed in Alcantara and 'soft touch' leather.

Expect the fastest Bentley yet to reach worldwide audiences in fall of this year. While it will be FlexFuel compatible in most markets at the time of launch, North American cars will not offer the capability until the summer 2010 because of pending regulatory approval.

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2010 Lamborghini Murcielago LP 670-4 SuperVeloce

Imagine, if you will, placing Lamborghini's million-dollar Reventon into a blender with a brand-new Murcielago LP 640-4, and pushing the button marked "blend." Although we wouldn't perform such a sadistic act on our own accord, we've no doubt that the result would look something like the 2010 Lamborghini Murcielago LP 670-4 SuperVeloce.

But the latest iteration of the Murcielago is more than simply a cosmetic refresh. Although the Italian term Superveloce translates to "high speed," when applied to the legendary Miura and Diablo, it came to represent a hardcore supercar with heightened levels of performance. From what we've seen about the new LP 670-4 SV, that tradition continues.

Engineers first reworked the Murcielago's aluminum-block 6.5-liter V-12 engine. At first glance, it differs little from those in the LP 640 and Reventon, but thanks to a new intake manifold, exhaust system, engine computer, and optimized valvetrain, the engine now pumps out a substantial 670 hp - 10 hp more than the Reventon and 30 hp over a Murcielago LP 640. Unlike the Diablo SV, which eschewed the Diablo VT's all-wheel-drive system in favor of a rear-wheel-drive setup, the Murcielago LP 670-4 SV continues to send power to all four wheels via either a six-speed automatic transmission or a six-speed manual.

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2010 Subaru Legacy Sedan

New 2010 Legacy chases the market leaders
You don't need a degree in marketing to realize that the fringes of the family-sedan segment are not the most profitable place to be. Subaru has been trying to carve out a place for itself in the thick of the profitable family-sedan marketplace for two decades, ever since the first Legacy rolled off the production line in September 1989. For 2010, the fifth-generation Legacy, which debuts at the 2009 New York Auto Show, looks like it has the potential to finally run with the big players: the Toyota Camry, the Honda Accord, the Mazda 6, the Nissan Altima, and domestics like the Ford Fusion and the Chevy Malibu.

A little bit bigger, a lot better looking
First off, the 2010 Legacy has been completely restyled inside and out, and although the resulting car is not exactly what you'd call beautiful, it's sleek and modern and still identifiable as a Subaru, what with its reverse-trapezoidal grille flanked by wings and its big hood scoop for the turbocharged model. The 2010 Legacy is only 1.4 inches longer than its predecessor, but it boasts 3.9 more inches of rear-seat legroom, addressing a common complaint of Subaru loyalists: that as their kids grew older, the family no longer fit in the Legacy. The front track is 2.7 inches wider and the rear is 3.3 inches wider, while the wheelbase grows by 3 inches and overall height by 3.3 inches. All this means more interior room: 103 cubic feet, which falls just slightly short of the Accord's 106 cubic feet but surpasses the Camry's 101.4 cubic feet. Trunk volume is a respectable 14.7 cubic feet, and Subaru says it will fit four golf bags. Since when do Subaru owners golf? Don't they all mountain bike and garden?

Bigger, more luxurious cabin, and an auto-up window!
The interior is also much more contemporary, with quality materials; bigger, more comfortable seats; handsome, expensive-looking gauges; and available state-of-the-art telematics, including navigation, Bluetooth, iPod connectivity, and a Harman-Kardon stereo. An electric parking brake with a push-button control to the left of the steering wheel frees up space in the center console for cup holders and other storage. With a wry grin, Subaru officials make much of the fact that the Legacy finally has an auto-up feature for its driver's-side window.

Small, medium, or large suspension, all the same design
In terms of technology, the Legacy falls in line with other Subaru models in now having a strut-type front suspension and a double-wishbone rear. Subaru expects that this will make the Legacy easier for dealership technicians to service, because the basic suspension design is now uniform across the Impreza (small); Legacy (medium); and Tribeca (large). Tires are available in 16-inch and 17-inch all-season spec and, for the sporty 2.5GT, 18-inch Bridgestone Potenza RE050As.

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2010 BMW X5 M and 2010 BMW X6 M

The arrival of the controversial X5 M and X6 M might be confirmation that BMW has dumped every engineering principle that made its M cars so distinctive and consistently good for the last thirty years. Until now, all M cars have had a high-revving, normally aspirated engine, a manual or automated manual gearbox, rear-wheel-drive, and a sedan or sports car shell. You won't find a single one of these qualities in M's latest efforts.

The M versions of the X5 and X6 sport-utes go on sale in the fall, but BMW allowed us to drive prototypes at their winter test center in northern Sweden several months ago. Under their skins, the two trucks are the same: both use an M-massaged version of the twin-turbocharged V-8 and the trick rear differential from the X6 xDrive50i. The 4.4-liter V-8 engine has been boosted from 400 hp and 450 lb-ft of torque to 550 hp and about 500 lb-ft of torque.

Unlike other M cars, there's no delicate balancing of clutch and revs to hinder a clean getaway, and no fiddling with the launch control system, either. Engage 'D' in the regular six-speed automatic transmission, boot the throttle, and the mighty engine slings you forward with a loud, raspy roar - and complete disregard for the behemoths' 4800-pound mass. BMW promises their wundertrucks will be quicker and cheaper than the Mercedes-Benz ML63 AMG and the Porsche Cayenne Turbo.

The xDrive all-wheel-drive system has been reprogrammed to send more torque to the rear axle and keep it there. It lets you indulge in long drifts that an M3 would be proud of. Low-grip surfaces emphasize the precision and delicacy of the steering and brakes.

One engineer slipped - doubtless deliberately - that in testing, the X6 M is as quick around the Nürburgring as an M3. You can be as upset as you like about the inherent absurdity of a 550-hp sport SUV, but it's hard to argue with how good these particular ones are to drive.

Price: $95,000 (est.)
Engine: 4.4-liter turbocharged V-8
Power: 550 hp
Torque: 500 lb-ft
Drive: 4-wheel

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2010 Volkswagen Golf GTI

Recent developments at Volkswagen have sent some enthusiasts praying for their beloved brand. A sacrilegious VW badge on a Chrysler minivan and plans for watered-down, cost-cut, U.S.-specific models are an effort to attain VW's ludicrously optimistic U.S. sales target of 800,000 cars per year. But those cars come at the risk of undermining Volkswagen's brand image - that of a premium, sporty product with superior driving dynamics.

Then again, most enthusiasts won't care what VW sells - as long as it continues to make a real GTI. Without those three little letters in its lineup, VW is nothing but another appliance manufacturer. And so, despite disappointing sales of the last, fifth-generation GTI, the Wolfsburg crew has developed Number Six. Gott sei Dank.

That means "Thank God" in German, and it's exactly the phrase you'll sigh the moment you start driving the 2010 GTI. Whether it's God or Volkswagen's engineers who need to be thanked depends on your own religious beliefs, but the prayers of devout worshippers at the church of GTI have been answered.

The new GTI is, like all GTIs, based on Volkswagen's mainstay hatchback, the Golf. (The Rabbit moniker, which was used for first- and fifth-generation U.S.-market Golfs, has again been banished to the history books.) The sixth-generation Golf is a very careful evolution of the last car, less of a generational change and more of a comprehensive update.

Design deity Walter de'Silva, who heads VW's global styling studio, has secured his sainthood with the makeover he's given the Golf. Without changing any of the hatchback's dimensions, his team has made Six look low, wide, and aggressive where Five was bloated and bulbous. Horizontal styling elements and multiple character lines have turned the Stay-Puft Marshmallow Golf into a lean and sculpted piece of delicious eye candy.

There are no new miracles under the hood, but none were necessary. The 2.0-liter turbocharged four-cylinder carries over from last year's GTI. Code-named EA888, this all-new engine was quietly snuck into the GTI midway through the 2008 model year, providing better fuel economy than the original 2.0T along with additional refinement.

Output is unchanged at 200 hp and 207 lb-ft of torque (European-market GTIs get 10 more hp), and the 2.0T is bolted to either a light-effort six-speed manual or the divine DSG dual-clutch automatic. A resonance tube carries induction growl into the cabin when the engine is under load, but the powerplant fades away, acoustically, when cruising. Despite a slightly diesel-like coarseness just off idle, the 2.0T remains one of the most well-mannered four-cylinders on the road.

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2010 Mazda Mazdaspeed 3

Ignore, if you can, all the various 'MPS' emblems on this hot hatch. They won't be on the car when it's sold in North America as the 2010 Mazda Mazdaspeed 3.

Like its staid sedan and hatchback siblings, the latest iteration of the Mazdaspeed 3 is far from revolutionary. In fact, most changes are cosmetic, including the new wide-eyed front fascia, revised hatch and taillights, and a new hood scoop.

Evolutionary also applies to what's under the hood. The turbocharged 2.3-liter I-4 seen in the last-generation Mazdaspeed 3 soldiers on in the 2010 model, producing the same 260 hp and 280 lb-ft of torque. Likewise, it's still mated only to a six-speed manual transmission, channeling power to the front wheels.

Still, there are a few things to love about Mazdaspeed's latest compact. To start, the car benefits from additional chassis tuning, including new reinforcements in the firewall and body tunnel to add stiffness. Mazda claims new half shafts were designed to reduce torque steer, and new 18-inch wheels, patterned after those on the RX-8, are capable of handling wider Dunlop 225/40R18 rubber.

And there's also the matter of the car's interior. While the previous 3's cabin wasn't intolerable, the new car's living quarters are a vast improvement. The wraparound dashboard is both slick and sophisticated, and it's highlighted by red-tinted carbon fiber accents. This theme continues with the seating, which wears black leather skins with bright red stitching.

Although it may not represent a quantum leap in power, the 2010 Mazdaspeed 3 mixes new refinements with an already potent performance car. We can't wait to get our hands on one when it arrives in the U.S. later this year.

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