2009 Artega GT - First Drive Review

Every year, new wannabe Porsches, Ferraris, and Lamborghinis turn up at the world’s motor shows, though most are incomplete and underfunded and never progress beyond the prototype stage.

The Artega is the exception. The GT was developed in secret by a respected auto-industry supplier. It took two years before it was ready, and there was no advance hype. The car emerged fully formed in 2007 at the Geneva show, ready for production.

And in October 2008, production began at a purpose-built plant in Delbrück, Germany. Clearly, there is a depth of planning and commitment here. The company behind the Artega is Paragon AG, an electronics supplier best known for the stopwatch/lap timers fitted to Porsches.

Paragon’s CEO is Klaus Dieter Frers, a prominent historic-car racer with an enviable collection of Porsches. So perhaps it is not surprising that Porsche was the inspiration for his very own sports car. The Artega is a lightweight, two-seat, mid-engined coupe with a transverse-mounted VW/Audi V-6 and DSG six-speed, double-clutch, automated manual transmission. It is short (157.9 inches), wide (74.0 inches), and low (46.5 inches). The closest equivalent is the Porsche Cayman S, although the Artega is more than a foot shorter.

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2011 Dodge Circuit EV - First Drive Review

Automakers aren’t usually receptive to the idea of us driving their concept cars, as most of these are little more than million-dollar auto-show paperweights that may not even move under their own power. The case of the Dodge Circuit EV, however, is different. Lou Rhodes, president of Chrysler’s electric-car ENVI division, had no qualms about giving us the first chance to wring the neck of this electric-powered sports car on a road course—the 1.7-mile handling loop at the company’s proving ground in Chelsea, Michigan.

Shown last fall for the first time, the Circuit is a not-sold-here Lotus Europa (itself a slightly swollen version of the Elise) that’s had its powertrain replaced with a 268-hp, 295-lb-ft electric motor and a large, 35-kilowatt-hour lithium-ion battery pack. Comparisons with the Lotus Elise–based Tesla roadster are inevitable.

When looking for a place to dock a 600-pound battery pack, a front-engine platform is all wrong from the perspective of weight distribution. And finding a mid-engine chassis from a manufacturer that will entertain inquiries for low-volume orders quickly trims the options down to one: Lotus. Its lightweight Elise and Exige S sports cars provide a tiny annual sales footprint in the U.S. (less than 2000 units), but the company is set to expand with its larger, more passenger-friendly Evora.

Rhodes touts the versatility of electric powertrains: A lower-power version of the Circuit’s motor can be shared with various other mainstream vehicles such as the Chrysler Town & Country minivan and the Jeep Wrangler and Patriot; the company has well-sorted running prototypes of each. While the Circuit is battery-only, the other variants are of the range-extended electric variety, as in Chevy’s Volt, which is powered by an electric motor but has a gas engine onboard to generate electricity if needed, which prevents occupants from being marooned when the juice runs out.

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2010 Subaru Legacy

The previous-generation Legacy was a great drivers’ car, especially within the family-sedan market. Standard all-wheel drive offered all-weather security and the chassis felt lively, but the car suffered from weak fuel economy and a tight backseat. Indeed, the shortcomings made it seem as though Legacy buyers were making a sacrifice simply by purchasing the car, opting to join a secret Subie society instead of purchasing a more sensible, practical model from another manufacturer.

The new fifth-generation Legacy retains Subaru’s now-trademark all-wheel drive—but is larger than its predecessor by every measure of the tape. We won’t bore you with every dimension change, but noteworthy is the 3.2-inch stretch in wheelbase (now 108.3 inches) with only a 1.4-inch bump in overall length (now 186.4).

Surprisingly Good CVT

The same 170-hp flat-four that powered the previous Legacy carries over as the base engine in the 2.5i; in the latest car it couples to either a new six-speed manual or new CVT. While the six-speed’s sloppy shifter disappointed us—blame cable-actuated shift linkages versus the old rod-actuated type, says Subaru—the CVT surprised us. It manages to keep the revs low when cruising and the droning, golf-cart-style acceleration typically associated with a CVT to a minimum. Also, according to the onboard fuel consumption gauge, the CVT delivers on Subaru’s 31-mpg highway claim (the CVT is rated at 23 in the city). The CVT also has a manumatic feature that allows for the selection of dedicated ratios via steering-wheel-mounted paddles. We consider fake “gears” to be a bit hokey, but it is handy when descending a steep grade, as the transmission will do some of the braking for you.

Few will remember, but this is not Subie’s first attempt at a CVT. The 1987 Justy featured one, but it was poorly received by U.S. consumers. Subaru claims this new CVT, dubbed Lineartronic CVT, is extremely durable, and also says that the fluid will never need to be changed over the life of the transmission.

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Shelby Releases Details on 2010 Mustang GT500 Super Snake and New Performance Upgrade Packages - Car News

Shelby Automobiles, Inc. has released a barrage of performance upgrade packages for last-generation Mustang GT and GT500 models, as well as a new-generation Shelby GT500 Super Snake. The upgrade packages add Ford Racing or Kenne Bell superchargers with outputs ranging from 500 to over 725 hp. Models range from the 2005–2009 Shelby Supercharged and SR, the 2007–2008 Shelby GT/SC and GT/SR, to the 2007–2009 Shelby GT500 SE.
Last and far from least is the new 2010 Shelby GT500 Super Snake which promises enhancements in handling, style, and power. Output ranges from 630 hp with the standard Ford Racing Whipple supercharger, and tops at 725 hp with an optional Kenne Bell supercharger. Dynamic enhancements include adjustable dampers, lowering springs, stabilizer bars, a front strut tower brace, a new exhaust system, 20-inch Alcoa wheels, a short-throw shifter, and Baer brakes. The Super Snake is visually differentiated by badging inside and out, stripes, and a unique fiberglass hood (with hood pins!).
Pricing, including installation, starts at $29,495 for the 630-hp package while 725 ponies will cost you $33,495. Production of the GT500 Super Snake will begin in limited numbers in August.

2011 Dodge Circuit EV

Surprisingly fun despite a hefty load of batteries.

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2010 Jaguar XF Supercharged to Receive New 5.0-liter Supercharged V-8

Jaguar has announced that there will indeed be an XF Supercharged model for 2010. Just a year after the model’s initial debut, the Supercharged’s V-8 will grow in size from 4.2 to 5.0 liters, utilizing a detuned version of the engine in the XFR. Slotting in between the XF Premium’s 385-hp V-8 and the top-dog XFR’s blown 510-hp V-8, the XF Supercharged’s new AJ-V8 Gen III motor makes 470 hp (up from the ’09 model’s 420) and 424 lb-ft of torque.

In addition to the new motor, Jaguar’s Adaptive Dynamics and Active Differential Control systems are now standard equipment. Other minor changes for 2010 include new 20” wheels, upgraded brakes, quad exhaust tips, new interior trim options, and a heated steering wheel.

Expect the 2010 models to arrive at dealerships in October, starting at around $68,000.

Read our road test of the 2010 Jaguar XFR: 2010 Jaguar XFR - Road Test

2010 Aston Martin DBS Volante - First Drive Review

Aston Martin has been rather busy lately, finessing a big V-12 into the Vantage coupe, preparing for the launch of the highly anticipated Rapide four-door, and going all-out to create the $1.7 million, 700-hp One-77 supercar. Not to mention engineering a Toyota iQ–based microcar called the Cygnet. (Yes, it’s real.) Add the new 2010 DBS Volante (Aston speak for convertible) to the pile. Few would say that that the DBS coupe needs any help in the looks department. Yet the removal of its roof makes it even more alluring, not to mention one of the most indulgent tanning salons on the planet.

The Natural Look

Aston designed the DBS from the onset with open-air motoring in mind, and with the top up, the Volante keeps the coupe’s sleek profile mostly intact. By eschewing a trendy retractable hardtop, the ragtop also keeps the weight gain to a minimum and preserves much of the DBS’s limited trunk space. The roof can be raised or lowered in 14 seconds and at speeds of up to 30 mph. Compared with the fixed-roof car, the convertible is about 200 pounds heavier and 25 percent less rigid.

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