In this video you’ll see Car and Driver testing a Porsche Panamera Turbo for 24 hours. The 2010 Panamera Turbo only takes 3.3 seconds to reach 0-60 mph and its top speed is 193 mph.  Enjoy!

[Source: Car and Driver]

- Photo: Copyright ©2008 Damon Lavrinc / Weblogs, Inc. -

We have found a nice first drive report of the 2010 Lexus RX on Autoblog. Don’t miss it.

The 2010 Lexus RX brings more of the same, beginning with a reworked exterior that adopts the L-finesse design theme and grows in several dimensions. The rolling jellybean aesthetic of the outgoing model is ditched in favor of sharp creases and broad shoulders that give the RX a more hunkered-down appearance while still remaining innocuous.
The standard RX350 in front-wheel-drive spec packs on almost 500 pounds over its predecessor, while the AWD version deals with an additional 400 pounds of mass. The RX450h doesn’t fair much better, with the FWD version motivating an additional 460 pounds and the AWD model carrying an extra 445 pounds. Despite the added weight, and helped in part by revised drivetrains and a coefficient of drag of 0.33, fuel efficiency is up across the range, with the RX350 returning 18/25 city/highway in FWD trim and 18/24 with AWD, while the RX450h FWD gets 28/27 and the AWD variant achieves 28/26.

The grille, headlamps and tail-lamps are far more dynamic, and tie in nicely to the tweaked C-pillar, swage lines and subtle roof-mounted spoiler that completely conceals the rear window wiper and houses the AM/FM antenna. The RX450h features a smattering of blue tinting on the front and rear emblems, headlights, tail-lights and “hybrid” logos to set it apart from its standard sibling. Base models are fitted with halogen headlamps and 18-inch wheels, while HIDs, 19-inch rolling stock and a “sport” package that features revised dampers, stiffer bushings and a recalibrated electronic power steering rack are optional.

[Read more: Autoblog.com]

For 2009, Porsche has been busy working on renovating the 911 series. Next to adding more powerful, and yet more fuel-efficient, engines, a highly sophisticated PDK double-clutch system has been developed. There’s also the new seven-speed manumatic gearbox and a better all-wheel-drive system for the new 911 models.
But it doesn’t stop there, Porsche has now totally redone the Boxster and the Cayman with various new features - some of which have been borrowed from the 911.

[Source: driving.ca]

read more from "First Drive: 2009 Porsche Cayman S"

The Australia CarAdvice has both speed tested and road tested the 2008 Bentley Continental Flying Spur.

Exhilarating performance, commanding status and absolute prestige.

While the tone of this statement may well reflect the sentiment of a conceited commercial for some lesser European marque, the Bentley Continental Flying Spur Speed is one car that doesn’t need to indulge in cheap marketing gimmicks or clever phrasing to sell its cars.

In fact you could say with complete honesty that the Speed is the epitome of all of these qualities, and then some, and for those very reasons the car sells itself.

Should you be lucky enough to be in that elite group who can afford to indulge in such refinement then take heed - for this car is a cracker, and if you are able to splurge on such a vehicle then you deserve the fastest and the finest money can buy, and truly this is it - the quickest four-door Grand Tourer in the world. 

[Source: CarAdvice]

Climbing into a Porsche 911 is always good for one’s spirits. The story with this car is the PDK (Porsche’s dual-clutch automatic) transmission, and I have a few thoughts on that: First, Porsche got the hardest part right, which is to say they tuned the initial clutch engagement for a smooth step-off. If you think that’d be easy, try driving a Lamboghini e-Gear or a Nissan GT-R sometime. Second, the shifts seem really, really quick to me. I don’t know how many milliseconds they quote, but it feels as fast as a Ferrari sequential-manual box.

However, the shift buttons on the steering wheel are super-lame. Here’s how you do a paddle-shift: You mount big-ass levers on either side of the steering column, with left for down and right for up. That’s it. That’s how Ferrari and Lamborghini do it (not to mention Mitsubishi) and it works. But it’s like Porsche can’t admit that the Italians got it right, so they have this weird button system that’s less intuitive and offers the tactility of a PlayStation controller. Come on, Porsche. Just admit that Ferrari knows what they’re doing on this one.

My other beef is just with a non-manual 911 in general. One of the pleasures of a 911 is listening to that grumbling exhaust note, and a clutch gives you more freedom to play around. Not just blipping the throttle, but even when you’re parking, you can rev it up a little bit as you let the clutch out, blip it some, make it sound like a high-strung beast that doesn’t want to go quietly in to that good parking spot. With the computer in control, you just park. That’s it. Part of the glee of 911 ownership, neutered.

One other thought concerns the seats. I am not Andre the Giant, and at about six feet, 180 pounds, I am too wide for the seats. The 911 seats look like they were molded around Mary Kate Olson’s shoulder bones. What gives? Germans are a hearty, schnitzel-eating people. They are deluding their beefy, beer-swilling Hun selves by building seats sized for tapeworm-infested woodland fairies.

[Read more: Automobile Mag ]

The 2009 Audi S4 sedan finally comes close to actually satisfying all of our expectations of an Audi S car, even on track day.

The 3.0-liter V6 TFSI engine in the new Audi A6 range is the first supercharged Audi engine in several decades. In standard form, the Roots-type Eaton supercharger provides max boost pressure of 11.6 psi, delivering 285 horsepower and 310 pound-feet of torque for the A6. For the 2009 Audi S4, this same engine with the same boost results in 329 hp and 324 lb-ft of torque. With the standard six-speed Getrag manual transmission in place, this power gets the S4 sedan to 100 km/h (62 mph) from a stop in just 5.1 seconds, while the optional S tronic seven-speed dual-clutch transmission gets you there in 5.3 seconds. Which is plenty quick either way.

The estimated $49,000 base price for the new Audi S4 sedan represents only a modest price increase against the outgoing S4. Not a single S4 will be sold for less than $55,000, however, given the desirable cost options list.

[Read more: Edmunds.com]

The original Ka has been a roaring success since its launch way back in 1996, thanks to a winning blend of affordability, simplicity and sublime handling. As a result, 500,000 have been sold in the UK.

With the recent success of the new Fiesta, expectations for the next-generation model are high – and they need to be. The Ka faces real competition from the excellent Fiat 500, with which it shares its chassis and engine range.

Thankfully, the little Ford looks great. It has a nose that brings it into line with the rest of the firm’s models, and the overall shape closely resembles the Fiesta, with pointy headlamps, a curvy bonnet and sculpted flanks.

Behind the wheel, standard instruments and a bold centre console replace the teardrop-shaped dash of its predecessor. The hard plastics give clues to the Ka’s budget price, but it still feels great – and the switchgear is well laid out. The seats are comfortable, while the interior has a surprising amount of legroom front and rear.

Fire up the 1.2-litre petrol unit, and the Ka pulls away smoothly. As with the original, it’s no ball of fire – the 0-62mph sprint takes 13.1 seconds – but it is revvy and responsive. Ford’s engineers have worked on the dinky engine to cut emissions to 119g/km – that means only £35 a year for road tax – and fuel economy is up 21 per cent on the old model to 55.5mpg.

Ford has vastly improved rigidity and reworked the Fiat-sourced suspension, steering and chassis, which not only makes for tidy cornering, but also for top-notch safety and excellent crash protection. Turn into a bend, and the Ka comes alive. The electric power-steering system is excellent, offering plenty of feedback through the wheel – more so than in the 500.

Add this to the superbly balanced ride, and you’ve got a grippy little hatchback that’s comfortable too.

[Read the entire review at AutoExpress]

- click picture for the 2009 Ferrari California gallery -

 It’s been called the ‘baby’ Ferrari and even the new Dino. But the 193mph 2+2 convertible California is not even the cheapest model in the range – that title belongs to the £138,265 mid-engined F430. Nor is it an updated clone of the V6-engined Sixties two-seater Dino, which took Ferrari to a whole new market and drove it into the arms of saviour Fiat.
Ferrari reckons California buyers will be travelling further and with more passengers than those who choose the F430. It’s easy to drive, which should appeal to the female customers the firm is wooing.

The cabin is trimmed with the usual creamy leather hides, stitched immaculately. Headroom is plentiful, but those over six feet tall will find legroom tight.

At a touch of a button, the aluminium roof does its 14-second motorised pirouette, with both parts of the metal lid sliding on top of the boot space. With the roof down there’s 240 litres of space (360 litres when it’s up), and that’s easily enough for a couple of weekend bags. The no-cost option rear seats take more luggage, although they are barely big enough for the smallest infants, despite their Isofix fittings.

The all-new chassis features a flat undertray with venturi tunnels front and rear for greater downforce. Double wishbones make up the front suspension, while a new multilink system features at the back, and you notice the extra compliance over big bumps. The speed-related, power-assisted steering makes in-town manoeuvring and parking a breeze.

Not that the California is all show and no go. Turn the steering wheel Manettino switch to Sport and gearchanges are sharpened, the exhaust valves open more readily and the suspension raises its game. Suddenly, the car is ready for action, with outrageous pace and a soundtrack of yelps, barks and growls to rival the best TVR ever offered.

A lot of vibration transmits from the new direct fuel injection engine to the cabin, but low-speed torque is incredible, and without the traction control the tyres would cremate themselves.

Perhaps most impressive is the new transmission, which allows access to that performance without a micro-second’s delay. It makes the old robotised manual look very last century, and Ferrari says it will fit dual-clutch gearboxes to all its cars eventually.

The standard ceramic brakes are amazing, even if pedal feel isn’t quite as linear as an all-steel set-up. The steering is sharp and slightly over-assisted, and on A-roads you need to focus to maintain smooth progress. At high speeds, though, the California is rock-solid, inspires confidence and, with the rear air diffuser, the cabin remains amazingly draught-free.

Gallery: 2009 Ferrari California

[Source: AutoExpress]