The Rapide will be completed with Aston Martin’s hand built 6.0-liter V12 engine that puts out 477HP at 6,000 rpm and 443 lbft of peak torque at 5000 rpm.

All that power and torque goes to the tarmac via rear wheels through Aston’s six-speed ‘Touchtronic 2? automatic transmission. Although a slush-box it does allow the driver to change gears automatically or manually via the steering column-mounted paddles made of magnesium. There’s no performance stats yet, but the word from Frankfurt is that 0-100km/h should happen in a little over 5,0 seconds. The Aston Martin Rapide features what the company terms four ’swan wing’ doors that open slightly upwards.

Aston Martin Chief Executive, Dr. Ulrich Bez had this to say about his company’s newest: “Rapide is the culmination of the Aston Martin range of sports cars, a car that seals the revival of a truly admired marque. There is now an Aston Martin for every taste and for every use.” Bez continued, “With Rapide, the entire family can enjoy their Aston Martin together in unison, in an invigorating yet comfortable environment, sitting low, with plenty of visibility from every seat and with new levels of comfort, refinement and entertainment.”

Curiously, the Rapide will be the first car in the history of the firm to be built outside of Britain. Final production will be done by Magna Steyr at their plant in Graz, Austria.

In the middle of the new XFR we find an all new 5.0-litre AJ-V8 Gen III engine fitted with a sixth-generation, Roots-type twin vortex system (TVS) supercharger. It produces an output of 510HP between 6,000-6,500 rpm and 625Nm (461 lb.ft) of torque from 2,500-5,500 rpm. Compared to its supercharged 4.2-litre V8 predecessor, power has increased by 23 percent and torque has increased by 12 percent.

Power is transmitted to the rear-wheels through an enhanced version of Jaguar’s electronically controlled, six-speed transmission. Additional clutch plates and an uprated torque converter have been added to facilitate the extra power.

The result is that the new XFR has a 0-60mph sprint time of just 4.7 seconds (0-100km/h in 4.9 seconds) while acceleration from 50-70mph is completed in just 1.9 seconds. The XFR runs the quarter mile in 13.1 seconds and has an electronically limited top speed of 155 mph (250 km/h). As for the XFR’s fuel economy, Jaguar gives an official combined fuel economy figure of 22.5mpg UK (18.8mpg US or 12.5l/100km).

Aside from the supercharged V8, Jaguar’s engineers have enhanced the XFR with Active Differential Control and Adaptive Dynamics. The electronically controlled differential and suspension system work together to optimize traction under acceleration and cornering. The XFR also adds a faster steering ratio and uses larger ventilated disc brakes.

Moving on to the car’s design, while recognizable as a performance version of the XF, Jaguar’s designers -rightfully in our opinion- avoided embellishing the model with an exaggerated bodykit. The result is a car that balances between sporty and sleek.

Compared to the standard XF, the new XFR gains a revised snout with a larger lower grille with black-finished mesh, plus chrome outboard air intakes. The upper mesh grille retains XF’s bright finish, while the bonnet carries distinctive louvres, similar to those found on the XKR sports car. The XFR also features new sill extensions, while the rear bumper adds a unique body-coloured lower valance panel incorporating the ‘R’ signature of four large, bright-finished tail pipes. The new bootlid spoiler, the redesigned exterior mirrors with LED side repeaters and the 20-inch Nevis alloy wheels complete the changes.

Inside, Jaguar adorned the XFR’s dashboard with a dark mesh aluminum finish trim, New 18×14-way adjustable sports seats embossed with the ‘R’ logo while the the speedometer and tachometer gain red dial pointers and carry the ‘Supercharged’ motif. The XFR will come with a full soft grain leather interior as standard.

Jaguar will offer the new XFR with a select palette of just eight exterior colors: Ultimate Black, Indigo, Liquid Silver, Lunar Grey, Porcelain, Botanical Green, Kyanite Blue and Salsa.

VW Scirocco R – from car racing to the street: This is not a Scirocco’s first race of this type. This has been rung up Volkswagen based on the areas of opportunity as far back as the 1970s. And in 2008, experts like Carlos Sainz and Hans-Joachim Stuck rocketed two VW Scirocco GT24 car to a double victory in the classroom. In 2009, will be even more interesting. Because for the first time, this event provides an opportunity to take a good look at the street car racing in the form of new, R. Volkswagen Scirocco first production car will be produced this year, later, with a six-speed transmission or – as in race car Volkswagen Scirocco – with the optional DSG 6-speed transmission your feet. Always aboard equipment as standard on all-wheel drive vehicle in front: of course the XDS electronic horizontal on the front axle to achieve optimal performance traction; system was introduced for the first time the new Volkswagen Golf GTI.

More intelligent dynamic performance by downsizing: Like all of the TSI engine, the R-version of the combined effect of the vaccine directly to the power of motivating. Although downsizing engine displacement and number of cylinders, 1984 cm3 of SixTeEn-valve, four-cylinder engine to develop significantly more power (+ 15 PS) and Torque (+ 30 Newton-meter) than the six-cylinder recent Volkswagen’s Golf R32. Specifically, the 2.0-liter TSI in the new VW Scirocco R attains a maximum power of 265 PS at 6000 rpm. Torque is the maximum – a hefty 350 Newton-m – is available on a vast range of engine speed: 2,500 to 5,000 rpm. This makes for agile’s tools, which can spontaneously summon Torque blink of an eye in practice within any speed. Engine production by acoustic impressively under all kinds of special strength development. The exhaust system itself is designed as a dual-flow system. Oval chrome tailpipes extend from bumper, a left and one on the right.

Engine of the Year for Volkswagen Scirocco R: The in-line four cylinder, which has earned four “Engine of the year” awards, building on its strong through a turbocharger Torque (up to 1.2 to increase the pressure) with intercooling. Engine, weighing in at only 152 kg, is controlled fully by the management of the electronic E-gas. Four of the cylinder pistons are bolts with higher strength than the stronger. The connection rods are also designed to be more robust, reliable transmission to the engine’s crankshaft to Torque. Because hefty engine’s power is generated, the cylinder block itself has been enhanced.

All this has a high dynamic effect: The light 1333 kg VW Scirocco R needs just 6.0 seconds short to medium term Sprint 80 to 120 km / h in gear. This is exactly the type of driving this, with a feeling of building up to a maximum Torque is the “feel” right from idling, which differentiate the car this sport. This is an impressive, cool Cruiser for all routes and days of the year. However, the downshift and the car full throttle awaken one of the second R Volkswagen Scirocco: a wild beast that sprints from a standstill to 100 km / h in just 6.5 seconds, which means unlimited e until it reaches 250 km / h and 6320 rpm, and that accomplishes Sprint Classic 1000 meters in 25.9 seconds.

It is said that this VW Scirocco will also have an option your feet transmission (DSG). Those who choose the improved 6-speed DSG will experience faster, even a sprinting R Volkswagen Scirocco: the 100 km / h mark drops to 6.4 seconds here. As is so often with a DSG, dynamic performance in profit (and comfortable) is by no means to buy at cost fuel efficiency or emissions. In fact, the opposite is true, as proven by the average 8.2 liters of fuel consumption and 192 g / km CO2.

XDS compensates for understeer: Immediately after detecting intelligent electronic unloading of the wheels at the front of a fast in the drive, and irrigation ESP applies braking pressure to this specific wheel to restore optimal traction. Therefore, act as a XDS across the course that compensates for the typical understeer-front wheel’s drive in fast cars driving cong. The behavior of the driver was agile Volkswagen Scirocco R is significantly more accurate and neutral through XDS.

Chassis layout from production: In front, the Volkswagen Scirocco R McPherson has a track suspension for accurate and comfortable balance property. At the rear, it is a four-link suspension that convincingly meet the challenges of achieving the chassis is comfortable playing yet.

DCC optimal resolution Dilemma between comfort and dynamics, is a choice, the VW Scirocco R will also be provided with DCC Chassis this dynamic. This system continuously adjusts the damping of each wheel based on road conditions on the signals from three body displacement Sensors and Sensors for each wheel. During speed, braking and the steering, chassis damping is stiffened in fractions of a second to optimize the vehicle dynamic response requirements. By automatically adjusting, DCC significantly increase driving comfort in the situation that has not been challenged very dynamic, resolving conflicts between the goals stiff and play the most comfortable. Besides the “normal” DCC mode, the driver can also choose the “Sports” or “Comfort” mode.

New R-Styling wheel: includes equipment and new standards are designed 18-inch alloy wheels ( “Talladega” type) with size 235/40 tires. An optional 19-inch versions of the same type of wheels are also provided. Both wheel-tire combination supported in achieving horizontal dynamics of the new sports car.

17-inch braking system Maximum deceleration: The braking system has also been modified to handle the VW Scirocco R higher level of performance driving. That is why a 17-inch will be used, instead of a 16-inch, all four brake discs are ventilated and R-specific brake calipers painted in glossy black. At the front, on disk, with diameter of 345 millimeters, and in the rear 310 millimeters. The electronic stability (ESP) has also been modified. A sport mode can be selected by pressing the ESP button. This makes the response later in ESP, a fast, driving on roads with many curves – for example: a course on race – to process more agile. The mechanical power steering of the Volkswagen Scirocco R is given a sportier tune cong.

After ending with two flow exhaust system: comparison with all other products Sciroccos, images behind the vehicle is dominated by a larger roofs competition spoiler and a diffuser glossy black in the lower area typical of that R-bumper design Styling. Both of the components – next diffuser and roof spoiler – reduce aerodynamic lift at the rear axle. Stylistically, the oval chrome tailpipes of the two-flow exhaust system are harmoniously integrated into the overall design of the back. One of the tailpipe on the left and right boundaries defined between the diffuser and black bumper paint colors in a car. In addition, the taillights of the new Volkswagen Scirocco R are said to be smoke tint.

The profile with new R-wheel: The view is characteristic of strong style side skirts painted in car color, as well as new “Talladega” style R-alloy wheels in 18-inch format. The milled, polished wheels sport in the three spokes is as visually unique and striking as the wheel of the Golf GTI ( “Denver”) and offer a very attractive view of the large 17-inch system braking glossy black calipers and R-symbols. As an option, Volkswagen also offers a version of 19-inch “Talladega” wheels (named after a race in America). Like the brake calipers, outside’s VW Scirocco R always painted a glossy black, with independent color car.

The interior decoration of the new VW Scirocco R altogether presented a refined appear. Like all R-models, specifically marked interior decoration, sports seats (in optional leather) and more dynamic, was applied. And is equipped as standard. Details of the features distinguish from other Volkswagen Scirocco R version with up to 200 PS power:

* Sports seats with the system, including accommodation in Kyalami “Textiles (named after Formula 1 race-course in South Africa), with R-logo on the front head restraints in the” Art Gray. ” Surface of the contoured seat support has been crystal gray microfibers.
* Unique DECOR aluminum insert in the tool. High-gloss black mark in the center from the area, door handle, gearshift grip, vents and air, steering wheel spokes.
* Parking brake grip and gearshift in leather trim, with “Art Gray” decorative seams. Floor mat inserts are in “Art Gray.”
* Aluminum tread plate with R-Logo in the
* Instruments and white with blue backlighting and speedometer only up to 300 km / h.
* Multifunctional leather steering wheel, flat-bottomed, in the R-design (three spokes, perforated leather in the upper and lower third grip recesses and to the left), with “Art Gray” decorative seams, R-symbols lower than in the steering wheel and said multifunctional key in the steering wheel through the spokes. When R Volkswagen Scirocco DSG is a command version, the steering wheel is equipped with the shift paddles (+/-).

All sports are widely Sciroccos list of features. Standards, including features on the six airbags, ESP with countersteering support, mechanical power steering, work lights the day, semi-automatic climate control ( “Climatic”), central locking RF remote control with power windows and door, to name just a few details. VW Scirocco R on, this list is extended to include features as under “furniture”. The additional functionality features include:

* Bi-Xenon headlights including equity lighting, dynamic headlight level control, headlight cleaning system and warning lights for low-level washing fluid.
* Automatic climate control ( “Climatronic”) with separate left and right control, plus automatic conversion recirculation.
* “RCD 310? Radio-CD system (4 x 20 Watt), with eight speakers, music CDs, MP3 play function display with headers, dual tuner with phase diversity for the radio can be best received and AUX-IN socket in a multimedia center console.
* Light and the package with two lights in front footwells, to automatically switch lighting (including “Coming Home” and “Leaving home” function, automatically dimming rearview mirror and rain sensor.
Only * Tire pressure monitoring.
* LED light running day

Technical specifications (manual / DSG)

* Engine type: 4-cyl. gasoline (TSI), 1984 cm3
* Max. power: 195 kW / 265 PS at 6000 rpm
* Max. Torque: 350 Nm at 2500 rpm
* 0-100 km / h: 6.5 s / 6.4 s
* Top Speed: 250 km / h
* Fuel consumption: 8.3 / 8.2 l/100 km
* Length: 4264 mm
* Width: 1810 mm
* Height: 1394 mm
* Curb weight: 1,333 kg / 1,353 kg
* Transmission: 6 + R, manual / DSG
* Drive axle: Front axle
* Tires: 235/40 R 18

The intentional limitation to a black-and-white colour scheme both inside and out lends this successful two-seater with a vario-roof an exclusive, dramatic appearance and ensures a decidedly eye-catching presence. The SLK 2LOOKEdition is painted in a choice of either calcite white or black as standard. On request the SLK 2LOOKEdition is also available in exclusive obsidian black metallic or the special finish designo mystic white, which is limited to 300 vehicles worldwide.

Headlamps with black surrounds send an additional stylish message, ensuring that the SLK 2LOOKEdition is easily recognisable from a distance. The sporty and striking appearance of the special model is emphasised by 18 inch 5-twin-spoke light-alloy wheels with mixed tyre sizes (front: 225/40 R18, rear: 245/35 R18). In line with the colour philosophy of the 2LOOKEdition, these are available in two surface variants: a lustrous high-sheen finish in titanium silver or dark, striking chrome shadow. Discreet emblems on the wings and a draught-stop of transparent acrylic glass from the range of high-quality Mercedes accessories bearing the 2LOOKEdition logo also distinguish the special model. A contrasting black-and-white colour scheme also characterises the interior of the new SLK 2LOOK Edition.

The sports seats are upholstered in nappa leather – with the seat centre panels in white and the contoured bolsters in black. The doors and centre armrest are also in a contrasting black-and-white scheme in high-grade leather. Eye-catching, carefully finished decorative seams on all leather surfaces accentuate the dramatic character of this special edition. Black-and-white features throughout the vehicle underline its dynamic potential: the multifunction steering wheel in black nappa leather with a white decorative seam, the white-painted trim in the black dashboard and – when the roof is closed – the black roof lining. The white-edged floor mats have an embroidered Edition label. The SLK 2LOOKEdition can be ordered with immediate effect in the engine variants SLK 200 KOMPRESSOR, SLK 300 and SLK 350 Sports Engine. The extra cost of this special model is 2100 euros. The special paint finishes cost an additional 580 euros for obsidian black metallic and 1990 euros for the limited edition in designo mystic white.

The image of an American president greeting crowds from a Cadillac limousine dates to President Woodrow Wilson and the early days of the automobile, and continues into a historic new era. The latest Cadillac Presidential Limousine is a completely new design, succeeding the DTS Presidential Limousine that debuted in 2004. The new car incorporates many of the dramatic design and technology features of new and highly acclaimed Cadillac vehicles in a purpose-built format tailored to specific and exacting specifications befitting presidential transport. Inside and out, the Cadillac Presidential Limousine includes many of the brand’s signature design elements. Assertive, modern and elegant, the front of the car includes the intricate, dual-textured grille made famous by Cadillac’s most popular current models, the CTS sport sedan and Escalade. Vertical design elements, such as the car’s front and rear lighting, mirror those used on production models.

For largely functional reasons, such as optimal outward visibility, the car is slightly more upright than its predecessor. However, this new Cadillac Presidential Limousine occupies roughly the same overall footprint on the road as the previous model, with a similar size and proportion. The side and rear profiles of the new Presidential Limousine are classic, elegant forms, evocative of Cadillac’s STS and DTS luxury sedans. Inside the cabin, the car includes the finest examples of Cadillac’s recent renaissance in design, technology and craftsmanship. The cabin blends modern design and technology with old-world craftsmanship. Major aspects of the cabin are cut and sewn by hand, the same process used in popular Cadillac models such as the CTS sport sedan. Naturally, many purpose-built aspects of the car are specially designed and prepared for presidential use. The rear passenger area includes an extensive executive compartment with ample seating space, outward visibility and useful mobile office features. The car was designed, developed and tested by specialists who adhered to an extensive set of specifications. It was subjected to an extreme testing regimen to ensure performance that achieves precise functional requirements. In doing so, security provisions were undertaken at all times during development to ensure the car’s functional capabilities are preserved and confidential. An embroidered presidential seal is positioned in the center of the rear seat back panel, as well as on each rear door trim panel. Presidential seals are also affixed to the exterior rear doors. The U.S. flag is placed on the right front fender, and the presidential standard is located on the left front fender when the president travels in the vehicle.

High-tech LED spotlights illuminate the flags at night. History – Cadillac and the U.S. Presidency Cadillac has built limousines and special vehicles for U.S. presidents, diplomats, ambassadors and foreign dignitaries since the early 20th century, an iconic aspect of the brand that continues today. Cadillac’s central role began during World War I, when many Cadillac engines and cars were transferred to military and government service because of their superior durability and power. One of the first chief executives to use a Cadillac was President Wilson, who rode through the streets of Boston during a World War I victory parade in 1919. A lavish 1928 Cadillac town car was used in the Calvin Coolidge administration. In 1938, two Cadillac convertibles, dubbed the “Queen Mary” and “Queen Elizabeth,” were delivered to the U.S. government. Named after the great ocean liners of the time, the vehicles were 21.5 feet long, weighed 7,660 pounds and were equipped with a full ammunition arsenal, two-way radios and heavy-duty generators. Durable and reliable, the two “Queens” served Presidents Franklin D. Roosevelt, Harry S. Truman and Dwight D. Eisenhower. President Eisenhower, known as a car buff, rode in one of the first Cadillac Eldorado models ever produced during his 1953 inaugural parade. The Eldorado represented a high point in automobile design history, as it had the first wraparound windshield, a feature quickly adopted on other new production models. In 1956, the Queen Mary II and Queen Elizabeth II convertibles replaced the original series. The vehicles were slightly smaller, but like their predecessors, were fully armored and featured state-of-the art communications. Moreover, the vehicles were fitted with narrow rims inside the tire in case the tires were shot out. The Queen Mary II and Queen Elizabeth II served not only President Eisenhower, but also Presidents John F. Kennedy and Lyndon B. Johnson. Both vehicles were retired in 1968. The Ronald W. Reagan administration was delivered a 1983 Cadillac Fleetwood limousine and a Cadillac Fleetwood Brougham – Presidential Series was delivered to the William J. Clinton administration in 1993. Unlike previous models that typically were Cadillac cars adapted and modified by independent limousine companies, the 1993 Presidential Brougham was designed, developed and manufactured totally within General Motors and Cadillac. This included an extensive set of security measures to maintain confidentiality, a process that continues today. Currently, the 1983 Cadillac Fleetwood limousine resides at the Ronald W. Reagan Presidential Library and Museum in Simi Valley, Calif., while the 1993 Cadillac Fleetwood Brougham is at the Clinton Presidential Center in Little Rock, Ark. Cadillac has produced two presidential limousines this decade that remain in service. The first was a Deville Presidential model delivered to President George W. Bush in 2001. In 2004, President Bush debuted a new DTS Presidential model. It was the first application of a new design that launched later that year for the production DTS full-size sedan.”

It costs $ 51 995, which includes alloy wheels of 17 inches, an automatic climate control, a regulator of the dynamic stability and traction, driver seat power adjustments, a Home link transmitter and an eight-channel sound speakers, not forgetting of course AWD.

The Luxury version will sell from $ 58 995. The additional requirement provides a sunroof, leather seats heated, an information system on the blind spots, brushes wipers with rain sensor, adaptive headlights, a tachometer and a management device support to decline. Pretty good deal huh?

The two previous versions are powered by a naturally aspirated engine and six-cylinder 3.2-liter that produces 235 horsepower and 236 pound-feet of torque. Everything is controlled by an automatic six reports.

A set R-Design ($ 3,000) allows buyers to add 19-inch wheels, new buttons style as sport exhaust tips, aluminum trim and a unique leather upholstery, plus mirrors, steering wheel and shifter exclusive design.

Finally, the XC90 Executive includes a formidable Yamaha V8 engine of 4.4 liters and develops 311 hp and 325 lb-ft of torque. Its occupants are pampered with the presence of many amenities, including a string DynAudio Premium Sound and elegant woodwork. However, there is a high price to pay: $ 69 995. Note that a navigation screen, entertainment system with two monitors and air conditioning with rear seats are part of the menu options.

Up front, it’s bumper has been completely redesigned, reducing the previous design’s bulky look. Lower and wider fog lamp, with the bumper’s sculpted edges giving the Range Rover Sport a more planted look. New for this model is a two-bar grille, replacing the last-generation’s three-bar unit. That two-bar treatment is carried over to the Sport’s new headlight units – take a closer look at the turning indicators – which feature it’s new signature LED treatment.

The sides of the Range Rover Sport remain largely the same – save for revised fender vents – with the rear of the truck featuring a new bumper design and new taillights with the two-bar theme.

While the Range Rover Sport’s interior design isn’t radically new for 2010, it features a heavily revised center stack and much improved materials. Gone is the sea of black plastics and buttons, replaced with a design more in line with the Range Rover name. Like the LR4, most of the Sport’s buttons have moved to the dash mounted screen, resulting in an overall cleaner look. Interior material quality is now top-notch, with not a single bit of hard plastic in sight. Real wood accents lend a dose of luxury.
The Range Rover Sport has sport right in its name, so it better deliver with performance. The previous Range Rover Sport fell short on that promise, but a new range of power trains and a revised suspension ensures the 2010 version doesn’t disappoint.

The base model Range Rover Sport now comes equipped with a 5.0-liter direct-injection V8 hooked to a revised six-speed automatic transmission. Rated at 375 horsepower and 375 lb-ft. of torque, the 2010 Range Rover Sport is actually just as fast as the previous-generation Range Rover Sport Supercharged was, with a 0-60 time of just over 7 seconds. That extra power is easily felt through a seat-of-your-pants test, with the 5.0-liter model providing enough oomph for all but the most power-crazed buyers.

On road handling is surprising good on the Range Rover Sport, especially considering its off-road prowess. The Sport’s ride is undeniably of the firm side, but nothing worse than you’d find in a luxury sports sedan. Grip is more than plentiful with body roll never becoming an issue.

Aiding the Sport’s sporty demeanor is a smart transmission that can “learn” your driving style. By the end of our jaunt in the Sport, it was holding gears longer and downshifting aggressively during hard braking. Paddle shifters are part of the Super charged package, but the sport function of the transmission is so good that they aren’t even necessary.
With a heavily revised interior and a power train selection worthy of its nameplate, the 2010 Range Rover Sport is not only a viable option in the performance luxury SUV segment, it’s one of the best in the business. The base model is great on its own, with the Super charged model transforming the ‘ute into a world-beater. If you can swallow the Sport’s upper five-digit price tag, there is nothing that can come close to its combination of luxury, sport and off-road performance.

2010 Land Rover Range Rover Sport base price, $60,495.
2010 Land Rover Range Rover Sport Supercharged base price, $74,195.

These 2 versions (Sport and the Limited Liberty) now come standard with the noisy 3.7-Liter SOHC V6 engine. The engine produces 210 hp and 235 ft-lb of torque and is thirsty for the class at 16 mpg in the city and 22 mpg on the highway for the 2WD models and 15 mpg city and 21 mpg on the highway for 4WD models. The 9.2 seconds to go 0 to 60 mpg seems sluggish for the vehicle class as well compared to the 8.5 seconds of the Hyundai Santa Fe and the 7.7 of the Nissan XTerra.

The classic Jeep design cues are still there. The seven lot grill, the trapezoidal wheel openings, the round headlights and sturdy stance are still present while new features like the Sky Sliderâ roof retracts to show a massive 33 inch by 60 inch sun roof. Extensively tested in Chrysler’s high-tech Aero-Acoustic Wind Tunnel, the roof structure and material allows for similar ratings in noise, wind and crash safety as the traditional metal roof of the Liberty. Rain beads on the reinforced acrylic cloth and the sturdy aluminum crossbeams protect your cargo from thieves.

The two-tone appeal of the interior offers a rich and detailed impression to the interior of the Liberty. Features like the standard 60/40 split rear seats that both fold forward flat and recline back means everyone is comfortable while storage can be optimized. The front passenger seat also fold flat allowing for longer cargo and in the Limited model, there are optional heated leather front seats with two temperature positions.

Always seem to have your hands full? Press a button on the key fob and the rear lift gate window pops open! Great for busy days or when the cargo area is already full. Convenience items like the power outlets on the dash and on the rear of the center console allow for anything from laptops to fridges to be plugged into 150 watts of power and the Reversible Storage Tray in the rear cargo area is a carpeted panel flips over to become a wet or muddy gear tray.

Chrysler is now offering the MyGig® Multimedia System w/ GPS Navigation that allows you not only know where you are going like every other GPS system, it also allows you to take your favorite music, photos and DVDs along for the ride. Inside sits a 30 gb hard drive so you can upload 4500 of your favorite songs or a few thousand photos through either a disc or a USB 2.0 port. Movies, Sirius TV and photos can be played on the cockpit navigation screen when the vehicle is in park. Bluetooth technology allows for hands free calling and each Liberty comes with a one-year subscription to Sirius Satellite Radio.

Too bad during the redesign, Jeep did not find a more appropriate power train and smartened up the handling of the Liberty – the potential of the vehicle is excellent but the bad points far outweigh any good the attempted to do in this new generation. Our recommendation is to look elsewhere for a more solid, dependable and comfortable compact SUV – Jeep missed the mark on this one!

It has a convertible body with removable roof panels and modular rear roof assembly.
Plus, it also consist of removable fender flares and doors. It maintain it’s 4WD specs,, aeronautically inspired interior with functional, lightweight design elements.
Others, 3.6L SIDI V-6 E85 FlexFuel engine with six-speed automatic transmission.. WOW!

The Hummer HX concept challenges the hierarchy of the trail! Hummer displayed the nimble, reconfigurable off-roader at the 2008 North American International Auto Show. More compact than a Hummer H3 – 81 inches (2,057 mm) wide, with a 103-inch wheelbase (2,616-mm) – the HX concept is an open-air, two-door off-road vehicle that packs the off-road acumen for which Hummer has become legendary, along with an easily convertible body that acclimates to varied trail conditions, cargo needs or passenger whims. Its design is based on the ideas developed by a trio of young designers who are new to the Hummer studio. ”The HX is Hummer’s vision an agile, trail-ready, open-air vehicle that fits the lifestyles of everyone who needs or wants to drive off road,” said Martin Walsh, Hummer general manager. “Of course, it carries exceptional off-road capability and the distinctive styling for which all Hummer s are known.”
The HX offers an open-air driving experience via a pair of removable roof panels above the driver and front passenger, and a modular, removable rear roof assembly. With the roof panels and roof assembly removed, the HX is transformed into a true convertible. Easy removal of the roof panels and rear-roof assembly enables quick conversion from a closed vehicle to an open one. The HX also was designed with several roof assemblies, allowing this versatile vehicle to be configured as an SUT (with the roof assembly removed), a stylish slant-back or a traditional, wagon-like design that offers a bit more cargo space.

The design of the HX was driven by input from three young designers who were new to GM and the Hummer design studio. As part of their “initiation,” they were charged with developing concept drawings for a smaller, youthful Hummer and the HX is a direct result of their creativity. The HX concept is based on one of the designers’ original illustrations, but incorporates the best ideas and elements from the other designs.” Hummer appeals to young people globally and served as a perfect first assignment for our newest talent,” said Ed Welburn, vice president, Global Design. “Today’s graduates from top design schools are ready to hit the ground running. The Hummer design challenge gave our newest designers an opportunity to sprint. ”Inside and out, the HX carries a purposeful aesthetic that, from initial sketches to finalized clay models, was refined in only six months. ”This is the Hummer design language stripped down to its essence,” said David Rojas, creative designer. “The HX has an aggressive appearance and great proportions, with beauty lying in its functional austerity. ”On the exterior, the lightweight theme is evidenced in the appearance of exposed, billet aluminum suspension components that feature CNC-machined lightening relieves, as well as clean, unadorned bodywork and minimal trim. The lightweight theme is taken to its extreme when the roof panels, roof assembly, fender flares and doors are removed. Classic Hummer design cues make the HX instantly recognizable, including the round headlamps located in square housings, an upright windshield profile, minimal overhangs, hood vents and prominent air intakes. The air intakes are functional and feed a V-6 engine beneath the hood, while the hood vents are active – they articulate to allow hot underhood air to escape. And while the headlamps and grille are clearly Hummer cues, they’ve evolved on the HX with a “chopped circle” motif. The grille slots and headlamps, as well as elements on the interior, have the appearance of circles or ovals that have been clipped at the top and bottom, creating a unique appearance that speaks to the vehicle’s purposeful aesthetic. ”The ‘cut-off’ circles suggest larger, heavy-duty components that were trimmed to fit the compact HX,” said Rojas. And while it is unadorned by extraneous embellishments, the HX’s exterior is nonetheless outfitted with features that speak to Hummer’s legacy of technology and innovation, including HID headlamps with focusing rings that adjust automatically when they’re turned on – much like the lens of an auto-focus SLR-type camera. LED technology is used for the front turn signal lamps and tail lamps.

From aircraft-inspired seats to integrated, off-road-ready tools, the Hummer HX’s interior has a beauty that lies in its purposeful intent. It was inspired by the functional and lightweight elements found in aircraft. ”Aeronautical parts are designed to be both lightweight and strong, and that is the feeling exuded by the HX’s cabin,” said Stuart Norris, interior design manager. “There isn’t superfluous trim or decoration – it is a purposeful design that conveys beauty through strength. ”Reinforcing the stripped-to-the-essence feel, the exterior’s matte olive color carries over onto the interior’s largely sheet metal-covered panels. The color is accented with pressed or extruded aluminum components, such as the handles, switches and other necessary parts. Furthering the aeronautical influence is the instrument panel, which uses an exposed, extruded aluminum cross-vehicle beam as its foundation. On the beam, the instrument cluster and other vital controls are mounted; and it also features a unique, removal top cover that provides significant storage capability. ”The instrument panel is a styling element of the HX, and the removal of the top cover reveals a secondary design that enhances the vehicle’s core design ethic,” said Norris. “With the top cover removed, the interior conveys even more of a basic essence – and the structure beneath the cover is beautiful to those who appreciate finely crafted metal. ”A rubberized floor and ballistic nylon-material covering on the instrument panel and other interior components reinforces the functional aesthetic.

Like aircraft seats, the HX’s seats are constructed on a lightweight framework with minimal components that feature lightening holes and strength-enhancing cross braces or triangulations. They are mounted on exposed, aircraft-style tracks and trimmed with a weather-resistant neoprene material. The HX seats four, with a pair of bucket-type seats in the second row. The rear seats mimic the front seats’ design and can be removed to generate more cargo room. All the seats feature a four-point, racing-style safety harness. The inner seat track on both front seats is located beneath the outer edges of a prominent center console. The console offers exceptional storage capability and houses a unique shifter that mounts low and out of the way when the vehicle is parked – also hiding from sight the engine starter button. It has a spring-loaded cover that pops up when the driver is ready to select a gear. The console also houses a resting place for phones, MP3 player and iPods or iPhones. In fact, there is no conventional radio in the HX, only integrated speakers. Passengers plug in an iPod, or similar device, to a USB connector to play music in the HX. ”From the console to the cargo area behind the seats, there are simply untold storage possibilities within the HX,” said Norris. “It’s like a four-wheel backpack that’s already fitted with the necessities.”

With its compact dimensions, almost no overhangs and grippy 35-inch tires, the HX is ready for all terrains. Like all Hummer production models, the HX has sturdy, body-on-frame construction, onto which is mounted front and rear independent suspensions. The front suspension features an electronic-disconnecting stabilizer bar for enhanced maneuverability when driving off road, and the rear suspension is located with CNC-machined, billet trailing arms. Heavy-duty shocks with piggyback reservoirs were custom-made for the HX by renowned racing shock manufacturer Fox; one is mounted at each wheel position. A full-time 4WD system pulls the HX over, through and around off-road obstacles. It transfers torque to the front and rear axles, each of which is equipped with a locking differential. The torque meets the trail via custom 35-inch-tall off-road tires that are mounted on a set of custom, bead-lock-style wheels that have a two-tone appearance; dark-painted wheel centers complemented by silver-anodized outer rims.
A complete underbody armor kit, including a front skid plate, power train protection and more, protects the HX from wayward rocks and other potentially damaging objects. A power-operated winch is located in the front bumper, and the HX has recovery hooks mounted on the front and rear bumpers, just in case its help is required for wrangling others out of unfortunate off-road situations.
Motivation for the HX comes from an E85 FlexFuel 3.6L SIDI V-6 that is backed by a six-speed automatic transmission. The transmission is teamed with the 4WD system to offer exceptional low-speed traction and crawling capability. Four-wheel-disc brakes provide confident stopping power.

“Compromised visibility, a few ergonomic gaffes, marginal interior materials quality.”

It is not only lives up to the hype but also redefines what a muscle car can be. The traditional stereotype goes something like this — the affordable base model looks fast but goes slow due to a lumpy V6, while the V8-powered model will do apocalyptic burnouts in the high school parking lot but can’t corner to save its (or your) life. The latest Dodge Challenger comes uncomfortably close to this archetype, and the Ford Mustang is at least guilty on the V6 front. But this new Camaro, well, it’s an altogether different beast.

It is an excellent performance-car value whether it’s equipped with the base direct-injected V6 or the optional V8. The V6-powered base Camaro can sprint to 60 mph in 6.0 seconds, thanks to 300 horsepower, yet it costs the same as competitors like the considerably slower Hyundai Genesis Coupe 2.0T. Heck, even the V6′s fuel economy is impressive compared to its competition. The V8-powered Camaro SS with the manual transmission dispenses with 60 mph in a blistering 5.0 seconds — 426 hp will do that for you — yet it’s considerably cheaper than cars like the BMW 135i and Challenger SRT8 and outperforms the slightly more affordable Mustang GT. The Camaro handles smartly, too, with even the base car surpassing the rarefied 68 mph mark on our slalom course.

“Extraordinary acceleration with either engine, capable handling, excellent value, head-turning looks, unique interior design, good fuel economy.”

Riding on a shortened and reworked version of GM’s Zeta platform, which it shares with the Pontiac G8 sport sedan, the Camaro boasts an independent rear suspension and refined handling characteristics. The base direct-injected 3.6-liter V6 is the same sophisticated engine that’s an extra-cost option on the Cadillac CTS luxury sedan, while the 6.2-liter V8 in the manual-transmission Camaro SS is essentially borrowed from the base Corvette (automatic SS models get a slightly less powerful V8 variant). This is some serious hardware, and as our tests have shown, it really delivers the performance goods.

This isn’t to say that Chevrolet has somehow spawned the perfect performance coupe. While appealingly styled, the car’s retro-themed exterior and high beltline leave little room for glass, and the resulting gun-slit-like windshield and windows compromise outward visibility to the point that it can be difficult to place the car in tight corners (and parking spots). Another knock against the Camaro is its lackluster interior materials — they’re better than the old Camaro’s, for sure, but a couple competing models do it better. There’s also the comically small trunk opening (meaning it’s hard to load large items into the trunk) and the lack of a factory navigation system.

“It was worth the wait. With segment-topping performance and value to complement its striking styling, the 2010 Chevrolet Camaro is our top pick among modern-day muscle cars.”

In the final analysis, the 2010 Chevrolet Camaro is a car that’s no-excuses good. Even the Camaro in V6 automatic trim is no longer something that enthusiasts will snicker at. And with the chest-pounding V8, the Camaro will have the muscle car gods gazing down and beaming. You also get capable handling abilities, retro-cool styling and impossible-to-ignore pricing. The wait is over; the Camaro is here. And yes, it rocks.

The 2010 Chevrolet Camaro performance coupe is available in five trim levels: base LS, 1LT, 2LT, 1SS and 2SS. The first three come with the V6, while the latter two get the V8. Standard equipment for the base LS includes 18-inch black “Heritage” steel wheels, keyless entry, cloth upholstery, front bucket seats with power-reclining seatbacks, a tilt/telescoping steering wheel, air-conditioning, cruise control and a CD/MP3 audio system with satellite radio and an auxiliary audio jack. The 1LT adds foglamps, 18-inch alloy wheels and a six-way power driver seat. The 2LT adds 19-inch alloy wheels, heated side mirrors, auto-dimming functionality for the driver-side and interior mirrors, additional auxiliary gauges, remote engine start (automatic transmission only), leather upholstery, heated power front seats and a Boston Acoustics sound system with steering-wheel-mounted controls, a USB audio interface and Bluetooth.

The 1SS trades some of the 2LT’s luxuries for the power of the 6.2-liter V8. Upgrades include SS-specific exterior and interior styling cues, 20-inch aluminum wheels and Brembo brakes. The 2SS unites the 1SS’s sporty styling touches and performance hardware with the 2LT’s full list of standard equipment.

There are two optional packages. The Convenience and Connectivity package (1LT only) adds Bluetooth, steering-wheel-mounted audio controls, a USB port, a leather-wrapped steering wheel and shift knob, a cargo net and remote start. The RS package (available on all V6 models except the LS) adds xenon headlights, exclusive 20-inch aluminum wheels and a spoiler, among other exterior enhancements. Other options, depending on trim level, include special exterior graphics and a sunroof (available on all but the LS).

The rear-wheel-drive 2010 Chevy Camaro is powered by either a 3.6-liter direct-injected V6 (LS, 1LT, 2LT) or a 6.2-liter V8 (1SS, 2SS). Both are offered with either a six-speed manual transmission or a six-speed automatic with manual shift control. The V6 is rated at an even 300 hp and 273 pound-feet of torque. The V8 on manual transmission-equipped cars makes a honking 426 hp and 420 lb-ft of torque. Camaro V8s with the automatic have slightly less power (400 hp, 410 lb-ft) but come with a cylinder-deactivation feature for enhanced fuel economy.

In our performance tests of manual-transmission Camaros, we’ve recorded 0-60-mph sprints of 6.0 seconds with the V6 and 5.0 seconds for the V8. EPA fuel economy estimates are an impressive 17 mpg city and 29 highway for the V6 (18 mpg city with the automatic), and 16 mpg city and 24 highway with the V8 (25 mpg highway with the automatic). These are very impressive fuel consumption figures, particularly given how powerful these engines are.

Standard safety features include antilock disc brakes, stability control, front-seat side airbags and full-length side curtain airbags. Basic OnStar is standard on the LS and 1SS, while the 1LT, 2LT and 2SS receive OnStar with turn-by-turn navigation featuring a graphical display in the gauge cluster.

Muscle cars have traditionally had bland interiors (a trend that continues with the Camaro’s Ford and Dodge competition), but the Camaro laudably mixes retro touches like square gauge hoods and the available four-pack of auxiliary gauges with common-sense modern ergonomics. On the downside, there are a few ergonomic annoyances. The steering wheel is overstyled and doesn’t fit human hands the way it should; the same goes for the bizarrely shaped manual shift knob. We also dislike the main gauges (they’re hard to read) and the dead pedal (it isn’t angled properly for comfortable cruising). Other issues include lackluster interior materials quality, the lack of an optional factory navigation system and the Camaro’s tiny trunk opening, making loading elongated objects an exercise in frustration (golfers be warned). Backseat comfort is marginal, as you’d expect — there’s a shortage of headroom and legroom, so don’t expect to use the rear quarters for more than short trips. The rear seats don’t fold down, but there’s a trunk pass-through.

The 2010 Chevy Camaro is the no-brainer choice among muscle cars for those who enjoy spirited driving, thanks to its unbeatable combination of big power, ample grip and refined suspension tuning. It’s even got enough finesse to give luxury performance coupes like the BMW 135i and Infiniti G37 some competition. We just wish the experience were less like driving a really agile tank, but the Camaro’s dramatic exterior styling leaves no other option. The base V6 Camaro feels quick and sounds sophisticated — a knockout bargain at $22,000 and change — while the V8 model will deliver tire-evaporating torque along with that classic muscle car roar at full throttle. What’s more, for all its performance capabilities, the 2010 Chevrolet Camaro still manages to be quite civil around town and on the highway in terms of both ride quality and wind/road noise.

Venza can be considered as the big, bloated Highlander seven-seater and the sportier five-seat RAV4. It’s like the combination of all Toyotas; part Camry, part Highlander, partly its own creation. Venza looks tightly integrated and pretty interesting from some angles, particularly the side view. It’s a boxy crossover, yes—but the multibar grille and fast silhouette make it far more attractive than the plainer Ford Edge and less controversial than the Nissan Murano. The Venza’s interior takes a middle path as well, with an unconventionally shaped center stack of controls dividing driver and front passenger. Big, clear gauges and optional mahogany-grained trim dress it up better than its competition.

The Toyota parts bin also donates most of the Venza’s running gear. Engines include a 182-horsepower 2.7-liter four-cylinder, teamed to a six-speed automatic and an optional all-wheel-drive system that splits power between front and rear wheels. This base Venza strains a bit to provide uphill and passing performance, but putters anonymously in most other conditions, though with a bit more engine noise than expected. The 268-horsepower, 3.5-liter V-6 is substantially smoother and more powerful, but comes with its own slight penalty: Fuel economy in front-drive V-6 Venzas is 19/26 mpg, compared to the 21/29 mpg delivered by the four-cylinder version.

Dynamically, the 2009 Venza is tuned to please riders, not drivers. Its wheelbase and curb weight damp ride motions well, and the Venza has ample braking. The electric power steering feels like something out of the hybrid Prius, though: artificial and lifeless. The bigger disappointment is the Venza’s interior trim; it’s oddly textured with lines that highlight its vast pieces of plastic, instead of diminishing them. The Venza’s tall doors also feel thin and insubstantial—more like those on a Prius—and resonate with cabin noise.

The Venza’s reason for being is interior room. The tall roofline even grants big drivers easy access to all four outboard sets. The Venza has plenty of knee room in front, as well as in the second row when adults are seated up front. The rear set also reclines 14 degrees, making a long road trip increasingly accommodating. The cargo area in back doesn’t come with any standard organizers or flexible packaging other than a tonneau cover, but the rear seats—which don’t fold entirely flat—do have levers that make folding them forward a breeze. Storage for cell phones is built into the center stack and the console, which itself has sliding cup holders and a deep well for all sorts of items.

The Venza’s safety package is complete and rated highly, with top ‘Good’ ratings in all categories from the IIHS and five star ratings from the federal government in frontal and side tests. The Venza has seven standard airbags, traction and stability control, and anti-lock brakes. Visibility ahead isn’t an issue, thanks to a tall driving position, but to the rear, the Venza’s thick pillars can obstruct the corner views.

The Venza leaves few features on the cutting room floor. Base versions include air conditioning, cruise control, dual-zone climate control, a tilt/telescoping steering wheel with audio controls, and a CD changer with satellite-radio prewiring and MP3 playback. V-6 Venzas have standard 20-inch wheels, a first among Toyota passenger cars. Options in audio and entertainment systems include a JBL system with Bluetooth and 13 speakers, as well as a JBL system coupled to a touchscreen navigation system and XM with NavTraffic. Other options include a rear-seat DVD entertainment system and an auxiliary audio jack, a power liftgate, a Smart Key system with push-button start, leather trim, a cargo mat, and all sorts of pet-friendly accessories. Left off the menu: a USB connection for MP3 players like Apple’s iPod.

In fact, the Enzo proves itself as happy trundling around town as a big-engined Beemer. With 485 ft. lbs. of torque on tap, there’s never any question of bunny hopping or hunting for the right gear. Parallel parking is a bitch, and luggage space is restricted to what you can put in your pockets, but the Enzo’s user-friendly dynamics at sub-warp speeds make it a viable – if astounding – daily driver. When Benny points at the Hutchinson River Parkway onramp, the look on his face tells me ambling time is over…

The moment I give the Enzo’s go-pedal a shove, the 660hp two-seater surges ahead with all the genetic imperative of a race horse bolting from the starting gate. The thrust is so explosive I struggle to judge my exact role in the proceedings. Instinct tells me to tap her into third gear before the 48-valve engine blows up, and avoid solid objects. Five seconds later, I’ve managed to calm things down to a subjectively sedate 150mph.

As I get used to driving in hyperspace, the traffic ahead can’t get out of my way fast enough – literally. By the time a driver clocks the Enzo’s yellow prow in their rear view mirror, I’m already waiting for them to move over. As a result, I’m driving the Enzo in a series of full-bore sprints that bring new meaning to the words “in gear acceleration”. While the engine note is nowhere near as loud as an F50′s, neither is an F14′s. Let’s just say what the Enzo’s soundtrack lacks in volume it makes up in drama. Perhaps you’d like to know how a Ferrari Enzo handles in the corners. So would I. When I ask Benny to direct me to an appropriately twisty road, he invites me for lunch. Oh well. Suffice it to say, nothing “the Hutch” could throw at the Enzo – off camber bends, broken pavement, lunatic SUV drivers – could disturb the car’s sure-footed poise, at speeds that defy both law and logic. It feels light, tight and right.

As we head back to Villa Caiola, I try to make sense of what just happened. I’m elated to have scored major seat time in an Enzo. But more than that, I’m relieved that the supercar lived up to my every expectation. The Ferrari Enzo is both beauty and the beast.

The McLaren F1 was designed as the ultimate road car It was designed in 1990 with the concept already laid down but still without the team knowing what engine to use. Whatever it was, it had to be large in capacity yet light in weight and also compact. Turbo or Supercharging was out of the question – it had to be naturally aspirated but still with a power output of 500+ bhp. Eventually the team decided on BMW’s unleaded 6 Litre V12 with quad overhead cams operating four valves a cylinder with variable valve timing. The engine block and heads are cast Aluminium alloy. The cam carriers, housing for the variable valve timing, and the casing for the sump are all a magnesium alloy, bringing the engine’s weight to just 573lbs.

The McLaren F1 has a composite mono-coque chassis and double wishbone suspension all round. Vented Brembo brakes give the F1 the ultimate in stopping power aided by a break-and-balance foil on the back of the car which is extended by electronicx` sensors during heavy breaking.
The specially designed Goodyear tires have asymmetrical and directional treads for maximum grip. The only problem is that all are different so no spare is carried so McLaren supply puncture sealing aerosols. in the side pods, more luggage can be carried than in a Ford Fiesta!

It costs at $1.6 million –and expecting a high deposit on that..

The engine hood is made of glass laminate with open ventilation slits offering a glimpse at the large 6.5-liter V12 engine. The Reventon delivers 650 horsepower and 487 pound-feet of torque.

The exterior of the Reventon is formed by CFC which is renowned for being both incredibly light and strong. The exterior components are attached with glue.

It is available in only a single color; mid opaque green/grey that lacks traditional high gloss, but retains depth with the use of special metallic particles.

The exterior lighting on the Reventon is fit for a super car with powerful Bi-Xenon head lamps, daytime running lights consists of seven LEDs per side and a further nine diodes for the indicator and hazard lights. The rear of the Reventon is adorned with special heatproof LEDs for rear indicator, brake, and hazard lights which are made to withstand the exhaust heat from the V12 engine.

The G-Force-Meter is completely new: this display shows the dynamic drive forces, longitudinal acceleration during acceleration and braking, as well as transversal acceleration around bends. These forces are represented by the movement of an indicator on a graduated 3D grid depending on the direction and intensity of the acceleration. A similar instrument can be found in the airplanes.

What is good about this car?

What is not so good about this car? No cupholder.

• Body Style: Convertible, Sports Car
• Engine Type: Gas
• Manufacturer: Bugatti
• Price: $2,100,000 (as tested)

Release Date: June 30, 2009

It is pointless if you are comparing it to any other car, because it’s the ONLY one in its class!

The first Veyron is an engineering marvel. That’s the one with the massively reinforced roof that helped keep the rest of the body from deforming into an amoebic tangle of graphite composite and exotic metal under the joint stresses of lateral acceleration, horsepower and wind. It required the intellectual might of one of the largest and arguably smartest car companies in the world to birth a car that was not only faster than anything on the road, but easy enough to pilot that anyone could drive it.

To make the Grand Sport, Bugatti’s engineers had to do the same thing, only with a giant hole in the middle. It was like designing a picture frame to break rocks.

The acceleration is so immediate you can feel your eyeballs deform under the G-forces. It’s a sensation of isolationist joy, an out-of-body awareness that you’re moving faster than the world can react. Bystanders vaguely remember seeing a flash of expensive paint a few seconds after you disappear over the horizon; entire generations of insects die on your prow..

A lot of factors contribute to this prodigious hunker-down: the aforementioned tires (Michelin developed them specifically to accommodate the Veyron’s top speed) and AWD; the giant mid-mounted engine, placed to provide perfect 45/55 weight distribution; the insanely advanced aerodynamics and suspension, which automatically change the shape and ride-height of the car to provide an extra 800 pounds of downforce when you exceed 137 miles per hour (they’d be illegal in Formula 1 competition, incidentally). Though its power-to-weight ratio bests the Ferrari F430 by almost 50 percent, the Veyron, at 4,400 pounds, is still more than half a ton heavier. Push the Grand Sport hard, and the rear-biased AWD will start to feel looser, making the car light. But even when attacking some seriously hairy turns from deep in triple digits, the Veyron never gave up its grip. And when we almost blew it on a butt-puckering downhill double-apex, the all-wheel-drive system put power in just the right place to pull the car back in line.

Bugatti offers seven different seat shapes, to accommodate the seven known varieties of billionaire: lust, gluttony, greed, sloth, wrath, envy and pride. Each is based around a carbon-fiber shell and available in whatever animal skin the laws of your kingdom permit..