The Australian International Motor Show (AIMS) will be held in Melbourne from July 1-10, 2011.

It is the first time the Show will come to Melbourne under its new name and the first time it will be held mid-year. The motor industry has chosen the date to give Australia’s motor show clear separation from exhibitions in the Northern Hemisphere.

It will provide far greater opportunity to attract major exhibits. AIMS will occur during Victoria’s second-semester school holidays – providing substantial potential for family attendance.

The Melbourne Motor Show has been held since 1926. The change of name reflects a resolve by the industry to showcase itself nationally once each year, alternating between Melbourne and Sydney.

The new AIMS was held for the first time in Sydney in October 2010, and will return there in 2012.

“Melbourne has traditionally had a motor show in the first quarter of each year,” AIMS director Russ Tyrie said. “The new date refreshes the show in Victoria, and the fact that it will be held once every two years heightens anticipation.”

AIMS will be the largest single show to be held at the Melbourne Exhibition and Entertainment Centre, already the largest undercover exhibition space in Australia.

The inaugural AIMS received praise from exhibitors and attendees. “The concept has been quickly accepted, and the first show has created a solid platform for growth,” Mr Tyrie said.

“There are indications already of increased support from exhibitors.”

Awesome Cars at the Australian International Motorshow :

Source : carsguide

Following the success of the Audi R8 V10 Extreme Challenge Edition, Stasis Engineering has taken over the V8 model to provide it with the same advanced tuning package. With power updates and aerodynamic modifications, this newly-tuned V8 is even faster than the standard R8 V10.

The R8 is Audi’s two-seat, mid-engine sports car that debuted for 2008 powered by a 420-horsepower V8 engine and added a Spyder version and a V10 engine for 2010. The R8 incorporates technology from Audi’s Le Mans-winning R8 prototype to build on its racing success for the street. The production version of the Audi R8 sports car made its debut at the Mondial de l’Automobile in Paris in the fall of 2006, with the dramatic design remaining very true to the Le Mans quattro concept car first seen in 2003. The Audi R8 sports car begins with the classic wide, low stance of a mid-engine exotic but the design is dominated by a signature design element, the “Blade” of carbon fiber on each side, behind the door and in front of the rear wheel—that runs from the roof at an angle over the side air intakes to the rocker panel.

With 710 supercharged horsepower on tap, this 5.2 FSI Spyder is Stasis’ most powerful 50-state-legal creation, topping the brand’s two factory dealer-installed upgrades. (A milder 552-horsepower Touring Edition is the other.) Tacking on the aptly titled Challenge Extreme Edition badge gives a roots-type TVS 2300 blower with bespoke cooling system, ECU tuning, and a less restrictive, hand-welded 3-inch T-305 stainless steel exhaust. Our tester also sports revised suspension, forged aluminum wheels, Michelin Pilot Sport PS2 tires, and Alcon brakes with braided stainless steel lines and stickier pads.

At a crawl, the blown 5.2-liter V-10 corrals a herd of pent-up thrust — 523 pound-feet of torque support the buffed-out equines, much of them available below 5500 rpm. The TIG-welded exhaust grumbles and pops, but doesn’t have an ear-piercing drone. If a Dodge Viper SRT-10 and Lamborghini Murcielago LP670-4 Super Veloce ever made mechanical love, the result would sound like this. With 185 horsepower and 132 pound-feet over Neckarsulm’s base, this Spyder packs a very poisonous bite.

Not surprisingly, turning into a corner remains a beautifully engineered, fluid, and responsive act bearing loads of grip the perennial R8 way. Now with wider 265/30-20 PS2 rubber (on 20 x 9.5-inch alloys), front end bite is near magnetic. At mid-corner, the gigantic 20 x 12-inch forged rear wheels (wrapped in astounding 325/25-20 tires) secure the R8′s footing even further than stock limits, allowing for all 710 sets of hooves to pummel the tarmac. The R8 adheres to every road nuance as though preprogrammed, and with such copious supercharged power available at a mere 2000 rpm, it devours them.

Much of this prowess comes from the upgraded suspension, which rides 1 inch lower via higher rate springs. Hsu’s team didn’t alter the electromagnetic suspension’s Drive Select settings, so users can still change from Normal to Sport while on the fly (customers desiring the highest level of adjustability can opt for the full Öhlins coilovers).

In order to handle the power increase of 28%, the Stasis Engineering also put in a new brake system, lowering springs to improve handling and overall appearance, and a new set of 20″ ultra-lightweight forged aluminum wheels wrapped around high performance low profile tires.

Source : zimbio

The DB9 remains one of the world’s most desirable cars. Wipe the drool. Wipe it.The Aston Martin DB9 is offered in 2+2 coupe and convertible body styles. The drop-top version is known as the Volante, which for those who skipped Italian 101 means “flying.” All DB9s are powered by a 6.0-liter V12 that produces 470 horsepower and 443 pound-feet of torque. A six-speed manual or six-speed automatic with paddle shifters are available, and both transmissions are located at the rear transaxle for better weight distribution.The car that began one of the greatest comebacks in recent automotive history.

Some 470bhp makes for a 4.8 second 0-62mph time and 186mph if you’ve got enough room. The six-speed, paddle-override ZF auto is also supreme at making those shifts work for you and if that isn’t enough, it sounds like it’s doing 200mph when you  . There’s plenty of space for pilots in the front, and not so much in the rear, but who wants a mistress with children anyway? Makes for supreme fast-attack cruising, but the car feels big on back roads and you’ll be forever stopping for fuel.The Aston Martin DB9 comes with a healthy options list and a vast selection of customizable color combinations. The Volante’s soft top can be had in seven different colors, while leather is available in so many shades that even Prince could find one that’s too garish. All DB9s come standard with 19-inch wheels, xenon headlamps, an abundance of leather interior trim, a navigation system, Bluetooth connectivity and a premium audio system with six-CD changer, satellite radio and an iPod interface. Aside from the slew of options . start it up.

If you want to look like a million dollars, then be prepared to pay for it. Low teens for mpg, huge group 20 insurance and standard (read hefty) depreciation now the sugar rush of newness has worn off the market make the DB9 an expensive car to own.

Source : edmunds

Hits

• Drop dead beautiful
• 510 horsepower raring to go
• Keeps driver involvement on full boil

Misses

• Hair trigger in the rain
• Questionable reliability
• Five grand extra for 20 inch wheels

The “R” version of the XK is the first fully worthy successor to the legendary XKE that Jaguar has produced in the 40 years that have elapsed since the demise of the original model. After the XKE earned worldwide acclaim it became known as the E-Type. The XKR is already good enough to be designated R-Type. The same design and performance elements that elevated the XKE to icon status are all present in the 2011 R-Type: unsurpassed visual beauty allied with stellar speed potential.

The original E-Type stunned the sports car world because its top speed was 150mph. The R-Type is good for just 5mph more than that, but it will reach that speed so much more quickly than its predecessor that you need to be very careful how you apply its throttle. With 510hp on tap, the XKR is capable of spinning its rear wheels if you injudiciously stomp the gas. Even though various traction control systems muster protection against blatant stupidity, this Jaguar demands concentration and respect from its driver. In the same sense that the original XKE was a driver’s car back in its heyday, the XKR provides a similarly engaging driving experience today.

The R-Type hews to the classic sports car formula, with its 5 liter supercharged V8 located up front, a 6-speed gearbox driving just the rear wheels, and a close-coupled cockpit designed to cater to no more than 2 occupants. The sweeping roofline and reduced height side windows assist anonymity but complicate outward vision.

The park assist is a welcome boon when backing up into a parking slot. Because the nearly flat rear window retains rain drops, a rear wiper should be a standard feature. The demisting system is superior, clearing all interior glass surfaces of fogging in mere seconds. With the exception of the missing rear wiper, the R-Type is a surprisingly good all weather vehicle, with exclellent traction from optional 20 inch Dunlop Sport Maxx SP/J tires measuring 265/40R20 up front and 285/30R20 in back.

The J designator indicates Dunlop constructed this tire specifically for use on the XKR. Standard wheel fitment is the 19 inch “Tamana” wheel, with the 20 inch “Kalimnos” wheel (replete with fussy rim bolts) – a $5,000 upgrade.

The original E-Type was a fairly hard riding sports car. If you wanted to adjust ride quality, you changed shock absorbers – an all day job. The R-Type does all that for you, with the flick of a console-mounted switch marked with a checkered flag. Depress that switch and you convert the Adaptive Dynamics from comfort to sport. The ride stiffens and the big Jag is ready to tackle any backroad. If you’re feeling particularly witty, you can push the DSC button for 10 seconds to delete traction control completely. Warning: do this and you’re on your own when those 510 ponies kick in at the slippery apex of a tight switchback. Or leave all the driver aids fully activated, and cruise the R-Type as fast or as slow as you want. It will follow your instructions verbatim. This Jag is a true driver’s car. It encourages you to dial in exactly the amount of involvement you wish to enjoy, and then complies specifically and fully with your directive.

2011 JAGUAR XKR

• ENGINE: 5.0 liter aluminum alloy V8
• HORSEPOWER: 510 hp @ 6000-6500 rpm
• TORQUE: 461 lb-ft @ 2500-5500 rpm
• TRANSMISSION: 6-speed automatic
• FUEL CONSUMPTION: 15 mpg city/ 22 mpg hwy
• FORCED INDUCTION: Eaton Roots supercharger
• DIRECT INJECTION: yes
• PRICE AS TESTED: $102,475

Source: carreview

Hits

• Breakthrough engineering tour de force
• No driving sacrifice needed to validate green passport
• Interior design top notch

Misses

• Even with tax rebate, pricey
• Not the package for the driving enthusiast
• 35 mile battery radius seems hardly worth the extra cost and weight

You’ll be reading reams of technical information about this car in the months to come, but what’s it really like to drive? Based on a 100 mile round trip between Sausalito and Marshall, the Volt offers a workable solution to everyday transportation for 4 with the added bonus of 25-50 miles of gas-free operation daily. Volt operates in 2 different modes. There’s battery power, which is good for that gas-free 25-50 mile romp, plus gasoline power for an added range of about 350 miles. If you drive short trips every day, it could be months before you need to refill the Volt’s 9.2 gallon gas tank.

Of course, you’ll need to recharge the batteries every night, a 10 hour job if you use 120V household current. If you want a 3 hour home recharge at 220V, you’ll need to install a special battery charger which costs $600. Chevy will do a free site survey to assess what the installation of this charger will entail. Labor and parts can run the job as high as $2,000.

The combined range estimate of 379 miles means you never have to worry about getting stuck with a dead battery, because the Volt’s diminutive 1.4 liter gas engine immediately comes to the rescue when the lithium-ion battery pack runs out of charge. So unlike the electric-only Nissan Leaf, which will stop dead after just 118 miles, the Volt will travel 4 times as far without giving you “range anxiety” ulcers.

The best part of owning a Volt is staying green without being a dolt. Unlike the Leaf’s ToonTown caricature face, the Volt looks slick and futuristic without pandering to stylistic digression. The Volt’s shape cheats the wind like few other cars on the road. With a Co-efficient of Drag (CD) of 0.28, Volt is actually a slicker shape than Porsche’s slippery Cayman sport scar (CD 0.30). Everything about Volt is tailored for exceptional mileage, like its model-specific Goodyear Assurance tires (215/55R17), which come with a standard tire pressure dashboard monitor to insure proper inflation. Of course, you still have to monitor the monitor, and add air as needed, but Chevy eases the job by providing a neat portable pump in the hatchback’s trunk. Volt carries no spare tire, so the Goodyears are run-flat specials.

Inside the cabin, Volt is a work of art, with dash-top pads that flow seamlessly into the door structures. The junction between these disparate surfaces is so tight the Volt looks like a Bentley inside. You can festoon the door panels with leafy green inserts that match the “New Mown Grass” stripes on the seats, or you can fore go the New Age look for a more subtle combination of cloth or leather. The center stack of the console which mounts the standard 7 inch navigation screen is a model of computer keyboard design, with touch activated areas controlling every needed interior function from HVAC to communication to navigation. If you need gratification for your green keen, the screen can be configured to display the state of regenerative braking, your efficiency as a driver, or your mileage on the current run. Another 7 inch wide screen directly in front of the driver contains pertinent information about state of battery charge, range to battery expiration, and a slew of other minutiae (like tire pressures), all at your beck and call with the twist of a dial.

The Volt is a remarkably mature product. It handles well on the secondary roads of Marin County, despite the hard rubber compound which makes the Goodyear tires squeal in tight turns. In full power mode (“Sport” setting with Low gear selected), Volt is just adequate for passing slower traffic on 2-way roads. You won’t have your heart in your throat, but you won’t feel overly confident until the 3,781 pound Volt is back in its proper lane. 0-60mpg runs take about 8.8 seconds, and top speed is governor-limited to 100mph.

2011 CHEVROLET VOLT

• ENGINE: 1.4 liter DOHC in-line 4, gasoline/electric hybrid
• HORSEPOWER: 149 hp
• TORQUE: 273 lb-ft
• FUEL CONSUMPTION: 93 MPGe (all electric), 37 MPG (gas only), 60 MPG (combined composite)
• PRICE AS TESTED: $43,485/ $35,985* (*includes $7,500 federal tax credit)

Source: carreview

Price Paid: $20,000.00 from private sale
Review Date: February 9, 2011
Overall Rating: 5 of 5
Value Rating 5 of 5
Used product for: More than 1 year

Strengths:
Styling, attraction, curb appeal. performance, quietness, opulence, quick

Weaknesses:
I can’t really comment here. I am a home mechanic so I do most repairs myself and pay wholesale for parts so save a ton of money there, but if i had to go to the garage all the time it would be very expensive.

Summary:
Well my story began many years ago when I purchased a vw passat and loved it, then one day I was going up an icy road and got stuck with my passat and a quattro passed me with ease, then I knew I was missing out big on something, I bought an a4 (2002) and loved it but  is smaller than a passat so I bought a 2005 a6 black low suspension fully loaded, I don’t buy new cars a total waste of money I paid 20k for a 65k car, so what it has some miles on it but not worth the extra expense, cars lose value all the time but less as the car gets older. I always buy the newer model, I would never have bought a 2004 because the model was revamped in 2005 next change is 2012 I think, that will be my next car when I buy another one in 2017 perhaps.

So the quattro is second to none and goes like stink on ice and snow, esp is like the hand of god controlling the car. I have a steep driveway and would often get stuck with my passat, now ha it is a joke, the other day for the fun of it I sprayed my driveway with water when it was zero degrees outside then drove out of my garage and stopped on the ice…..there was some wheel spin but it was not an issue to get up the hill. fwd or rwd forget about it never would make it up, I love quattro I don’t mind it being winter anymore I love driving in the snow now, not many people can say that, much more fun to drive in the snow than dry because it is so capable, love passing people on the side of the road that are stuck or can’t make it up a hill, my little devil inside me.

So i will drive quattro for life now. super comfortable on long trips, i do Pei and Montreal often and don’t need to stop to stretch. great car and used is a bargain. Funny I went to the car show and liked the jeep wrangler rubicon with the top off and doors as well, I drove one but it was not bad for a 2011 model but certainly no where close in comfort to my audi but as a second car to play around with yes and to go off road rock crawling etc……invest in a innova 3100 to read the codes if you get a check engine light and change the part yourself if you can will save a ton of money. Well hope this helps and prompts some of you who are not sure if you should buy one or not. you should just for the quattro alone, but you still have everything else that you want in a car as well.

Similar Products Used:
vw passat
audi a4
bmw z4 convertible

Source: carreview

HITS:

• Euroslick styling
• Gem-like interior fittings
• Razor sharp handling

MISSES:

• Lack of paddle shifters for dual clutch automatic
• HVAC dials where radio controls should be and vice versa
• Driving concentration distracted by Ford Synch GUI

If you think of the Focus as Ford’s VW Golf beater, you’re aiming too low. Golf was just the low hanging fruit in Ford’s quest to redefine the sport compact sedan. The real target was Audi’s A3, a loftier goal indeed. Has Ford succeeded in outdoing the A3? Not quite, but close enough to give Audi reason to be concerned. If you want to build a better sport sedan than Audi, you’d best hire Germans to design it, and that’s just what Ford has done. The Focus was conceived in Germany, and has been on sale across Europe for more than a year. It has already established a successful track record in World Rallye competition as well as World Touring Car track contests. While Focus may be new to the US, it is by no means an unproven entity abroad.

Looking at this svelte sedan from outside, you are first struck by the clean-lined ethos of its design. The snout sits low while the butt remains slightly elevated to impart a feline rake to the static posture. Horizontal detailing around the front grill is handsome without being fussy. The side view looks racy and succinct, with windshield A pillars so extravagantly flattened that the sedan version posts a stellar wind tunnel coefficient of 0.297. Although the Cx of the five-door hatchback we drove is slightly higher than that, the hatch chassis is stiffer because the five door openings require added structural chassis reinforcement. The solidity of the platform, which Focus shares with the European C-Max minivan, is indisputable. Over the worst road irregularities, the Focus evinced no squeaks, groans or deflections. The interior remains ethereally silent no matter what racket the road surface beneath promises to impart.

Handling of the base model Titanium hatchback is responsive and predictable. The steering is perfectly weighted, with lots of road feel passed back to you through the fat rimmed, two-tone steering wheel. Continental SportContactPro tires measuring 215/50R17 are standard, but if you wish to upgrade handling, the Titanium handling package, including stiffer anti-sway bars, springs and 18 inch wheels and rubber, is available for an extra $595. Even without that package, the handling of the Titanium Focus is strong enough to justify sticking with the base suspension system.

Performance of the 2.0 liter Duratec four cylinder motor is hardly scintillating, especially when coupled to the slow-shifting 6-speed dual-clutch gearbox. If you want more pop underhood you should wait for the 247hp turbo motor, coming sometime in the next year. In the meantime, opt for the 5 speed manual gearbox model to coax the most performance out of the Duratec base motor.

Where Focus really shines is inside the cabin. All 4 seats are Posturepedic, with the fronts luxuriously supplied with multiple electric positioning controls. Even the fixed rears are acceptably comfortable for long day trips. The interior of our test Focus, finished in a pleasing medley of burgundy and black, mimics the cabins of much more expensive vehicles like (no surprise) the Audi A3 or the BMW 1 Series. If you’re in the market for a small sedan with fit, finish and handling comparable to cars costing twice as much, be sure and give the new Focus a test drive. You’ll be amazed at how far Ford quality has come since they hit bottom several years ago.

2012 FORD FOCUS TITANIUM HATCHBACK

• ENGINE: DOHC, 16 valve in-line 4, aluminum block and head
• HORSEPOWER: 160 @ 6,500 rpm
• TORQUE: 146 lb.-ft. @ 4,450 rpm
• TRANSMISSION: 6-speed Powershift automatic transmission
• FUEL CONSUMPTION: 25 City MPG/ 36 Highway MPG
• PRICE AS TESTED: $23,490

Source: carreview

Hits

• Head-turning, stop-in-your-tracks good looks
• Impeccable handling
• Comfortable, quality interior
• Impeccable handling

Misses

• Rear seat legroom not suitable for adults or even children
• Must be cautious when opening the doors in tight parking spaces
• Rearward vision is hampered by stylish design

The CTS Coupe is a lot like a Chanel stiletto heel, entrancing to look at but hard to live with. If you want to get noticed, this coupe will serve you well. On a stretch of freeway in Concord, a sport in a Volvo C60 Convertible came screaming by while mouthing the words “Great Looking Car!” And he’s right, of course, because the CTS looks like an artist’s conception of how a sports coupe should look: close-coupled front and mid sections, truncated rear, heavy frontal rake, oversize wheels and tires, lock and latch less flanks, minimal chrome placed for maximal impact. Among the nicest touches are the V-shaped trunk finisher which mimics the centrally located V-shaped exhaust tips, and the artistic burnished aluminum strut tower brace, hidden under the hood, which connects the front shock towers together.

But like those Chanel heels, there’s a price to pay for the beauty bounty. The slipstreaming good looks of the coupe impose a significant penalty in rear outward vision. Although Cadillac owns up to the drawback by providing a standard backup camera and dash-mounted screen that pops up every time you engage reverse, they’re a poor substitute for actually seeing what’s behind you when you back out of a parking spot or change lanes. The coupe shape also necessitates extra long doors which are difficult to control in tight parking spots. Although Cadillac provides an excellent seatback-mounted latch for gaining access to storage behind the front seats, it’s difficult to reach the latch unless the seat is far forward. Better that the latch were mounted on the outer edge of the seat.

That space behind the front seats is fine for tossing items but not so fine for people. Although the rear buckets are comfortably inclined, there’s no legroom, access is problematic, and headroom is nil. Up front the situation is substantially better, with 10-way adjustable leather seats done up in deviant stitching, with heating and cooling to boot. The seats never fitted me well, however, because the backs were overly hard in the lumber region and unsupportive at shoulder height. But the slick look of the brushed aluminum dash, sweep of Sapele wood trim spears, and distinctive V-shape to the vertical center console make you forget about the shortcomings of the seats.

It’s somewhat harder to overlook the performance shortcoming of the 3.6 liter V6 engine. While this direct injection 304hp motor records decent mileage numbers (18 City/27 Highway), it’s hesitant when you demand maximum performance. Despite being coupled to a 6-speed automatic transmission with paddle shifters, the V6 always takes an extra second to jump into action when you floor its throttle. Handling of the coupe is impeccable thanks to the optional $2,090 Summer Tire Performance Package, which includes 19 inch polished aluminum alloys, 245/45 ZR 19 front and 275/40 ZR 19 rear, Continental SportContact tires. There is a price to pay for all that rubber in ride discomfort. The coupe is very stiffly sprung, with hardly any shock compliance on either jounce or rebound. As a result, you’ll feel every road ripple, but you’ll fly on two lane switchbacks.

2011 CADILLAC CTS COUPE

• ENGINE: DOHC, 24-valve, 3.6 liter direct injection V6
• HORSEPOWER: 304hp
• TORQUE: 273 lb-ft
• FUEL CONSUMPTION: 18 MPG city/27 MPG highway
• PRICE AS TESTED: $50,035

Source: carreview

The concept is the Sofia sedan from the I.DE.A Institute. The design firm is based in Moncalieri on the outskirts of Turin and has grown to become a supplier of a whole range of new vehicle development activities, from styling to full scale model building, engineering, running prototype construction and manufacturing engineering.

The Sofia is a four-seater sedan with couple-like styling and is designed around a hybrid powertrain. Influences have been taken from past Italian cars as well as the curvature of the female body but sadly, the concept is purely a design exercise and isn’t headed to production in any form.

According to the I.DE.A Institute’s chairman, Pietro Lardini, the Sofia shows the firm’s unique design philosophy as well as the talents its employees. Lardini also revealed that the I.DE.A Institute is now in preparation to start working closely with major automakers in Europe, Asia and South America.

Source:motorauthority.com

Following on from 2008’s striking GTbyCitroen concept car, French automaker Citroen has unveiled a brand new concept car designed for the compact sports car segment. The latest concept was developed in partnership with the fashion experts GQ magazine and has been designed to provide “the ultimate gentleman’s drive”.

The new concept is called the GQ by Citroen and it’s powered by an advanced plug-in hybrid drivetrain consisting of a 1.6-liter four-cylinder gasoline engine. Few details have been revealed thus far but according to its designers the car can accelerate from 0-60 mph in 4.5 seconds and has an electronically limited top speed of 155mph.

Key people who worked on the car included GQ editor Dylan Jones and interior stylist Patrick Grant.

The Citroen GQ concept will be unveiled at a special event in London next week so stay tuned for an update.

Source:motorauthority.com