The 2010 Genesis will be a whopping 310HP and it will have the option of either a 4-cyl or V6. Whichever you choose won’t make a difference for the transmission as it comes with a six speed manual transmission on both models. The noise being talked around the release of this vehicle is the fact that it sends most of the power to the rear wheels making it super fast and great to control. It has custom Brembro brakes installed with each car. You can expect to see 19” rims on the car when you get it but that is easily customizable and will also make yours stand out amongst others.
There are some nice custom features included on the vehicle which include HID lights which are far better for night driving and seeing through bad weather, great stereo and audio system as well as great safety features. The vehicle shouldn’t cost much more then $30,000 - $40,000 when it’s released in 2010 and if there were any drawbacks I would say the interior could be improved quite a bit as it seems done cheaply. The 2010 Genesis is in production and the final prices and specs will be released as we near closer to the release of this wicked performance vehicle.
Feast your eyes on the Bugatti Veyron Centenaire. Unless your name's Abramovich you're never going to drive one - a special Veyron will cost you £1.4m.
It has alloy panels and a new interior, but no mechanical changes. Like the Veyron needs more power...
Honda has released prices for its new CR-V soft-roader that's built in Swindon. There's a new diesel engine which is now available with an automatic gearbox for the first time.
There are three different trim levels, starting with the entry-level SE, then ES and finally the EX.
The top-spec EXs come with body-coloured bumpers and leather upholstery. The range starts at £20,175 for the 2.0-litre petrol SE rising to £30,515 for the diesel SE auto.
This is the M Line, the new model from Infiniti, Nissan's Lexus-equivalent brand, a stylish executive saloon built to take on Merc's E-Class and the BMW 5 Series when it goes on sale next September.
The M Line is powered by a petrol or a diesel V6 engine with a hybrid version due to join the line-up in 2011.
It will be priced above Infiniti's G37 models and will boast new technology including something called Safety Shield - a blind spot avoidance system, rather than a shield against meteorite or UFO attack.
There was, back in the 70s, a Saturday morning cartoon in which the heroes could push a button on the dashboard of their van and turn it into a fire truck, dune buggy or stretch limo – whatever they needed. They don’t really make this vehicle. I know because I’ve looked. I need one. On most weekdays I start my commute in a the small bus, spending time sitting and wishing for softer, more plush environs and ultimately – when the traffic thins – become desperate for a street legal club racer. Now, finally, after 40 years, I may have found my car.The Cadillac CTS Sportwagon joins a market others are abandoning, and I think it’s one of the smarter moves the brand can make. CUVs are wagons on stilts. If you don’t need to rock climb – and most of these can’t anyway – the closer the center of gravity is to the ground, the more fun you’re going to have driving. So, if you want to haul dogs, hockey equipment, or sky diving gear and enjoy the task, the sport wagon is the way to go.
Sadly, sport wagons have been going to way of the Woody. In American, at least. Mercedes likes ‘em tall. Volvo’s R is now just a style. Audi and BMW have very competitive offerings in this class, but Cadillac has them beat when it comes to, of all things, balance.We’re not talking optimum weight distribution for acumen on the track; the CTS Sportwagon is balanced for real life.
The test car was a black 3.6L V6 Premium with all-wheel drive. That means a 304 horsepower and 273 lb-ft of torque, which is decent, usable power despite the two tons of steel and glass you’ve got your hands on. A 3.0 V-6 is also available. The variable valve timing has become requisite in this class, so it probably doesn’t deserve a mention, except that this engine is, overall, so sherry-oak smooth. The push between 5 and 6 thousand RPMs is rewarding, inspiring heavy-footed antics behind the wheel.
What you will notice is the ride. The CTS sucks up the road’s imperfections like a much bigger vehicle. Cadillac has turned the settings slightly towards comfort – away from handling – and it feels like a very nice compromise. While trying to woo customers with European taste for rear storage, they have not forgotten they are Cadillac, and the Sportwagon is a rightfully comfy car.
The six-speed transmission is merely competent. It wasn’t over active, like some others that have grown a cog, but it didn’t always jump down when I wanted. I guess that’s why they make a manual mode. Still, I’m not convinced that I should know better than the computer.
Likewise, the interior doesn’t let the rest of the vehicle down. Much. The wood trim does seem dowdy, but the alternative fake carbon fiber is alternatively fake. Otherwise, you’re in the kind of airport lounge no one has anymore: silvery bevels, sumptuous leather and worthy plastics. I like the air vents integrated into the center column and the navigation screen that gets out of the way. The wagon in question has a couple of features the notched brethren lack. The tailgate opens to about seven feet and closes with the touch of a button. The wagon bed has rails and knobs and ties and nets so you can configure the space for whatever it is you bought this thing to accommodate in the first place. Rear seats up, you’ve got 25 sq. feet of cargo area (more than the competition). Seats down gives you 53, which is mid-pack.
While the Lincoln MKT’s design is proportionally derivative and stylistically challenged, beauty is in the eye of the beholder. Still, the MKT’s droopy butt sticks out like a sore thumb in any lighting condition outside of a PR-coordinated photo shoot: even the oversized, italicized “T” on the decklid badging reeks of branding desperation.
Sure, the not-so-subtle beltline kick pays homage to the Continental Mark IV and the taillights are Mark VIII-ish, but the MKT’s boxy fenders with a lack of “Pre-War Continental” flare and cargo killing slant back design take the 1930’s coachbuilt-era’s hallmarks to dangerously bizarre heights. Then again, it happens when you design a CUV around other people’s hard points (so to speak). If there’s one reason to buy a wannabe-xB Ford Flex, here it is.
The interior is a less obvious desecration to the Lincoln brand, as the once favorable opinions on the Lincoln Navigator are history. But Navigator never died, and it’s brilliant combination of masculine haunches and day-spa like ambiance both charm and disarm any occupant.
And that’s just first gear. The MKT flies down the highway with sports car authority: nice, until you remember that front-wheel-drive and impressive power don’t mix. Wheel-jerking torque steer makes straight-line duties cumbersome, so turning the MKT with a modicum of throttle authority is entirely out of the question. While flat-ish handling is one the “D3” chassis strong suits, there’s too much power to finesse those front wheels.
Then again, the entire affair is no less artificial than a Lexus RX. Which isn’t damning the MKT with faint praise, considering this platform’s international heritage. And who buys a FWD wannabe-SUV for cornering pleasure?
