Coupe Mini Paceman Concept 2011 Facelifted Review

These are the first official pictures of the Mini’s not so mini Paceman Concept. Mini calls it a Sports Activity Coupé (SAC), but really it is only a two-door Countryman’s. And as CAR way back in April 2009, a second sportier version of the largest model Mini is on the way revealed: the Paceman will almost certainly reach production. Coupe Mini Paceman Concept 2011 Facelifted Review.
The Mini Concept Paceman looks rather large and bulky for a coupe. What’s going on under the skin?

The four-seater Paceman is based on the Countryman, but it is 20mm lower and 13mm longer – the Paceman is 4110mm long, 1789mm wide and 1541mm high, while the Countryman 4097/1789/1561mm measures. Coupe Mini Paceman Concept 2011 Facelifted Review.

A John Cooper Works-spec 1.6-liter turbo engine delivers 208bhp Paceman concept and £ 192 m away, with an overboost function, bumping torque by up to 207 pounds Paceman ft. The concept is a permanent four-wheel-drive, with an electromagnetic locking center differential to 100% of the power to the rear wheels to send in extreme cases.

The design drawings show a typical mini interior, if mounted with champagne glasses on the Mini Cenre rail and a removable front passenger seat, a fund that can stretch their legs.
The Mini Concept Paceman looks normal on the inside, but what is outside?

Have you ever thought brown leather-clad door handles and gas cap with a piece of leather dangling from it? Well, if you have, could be the mini Paceman the car for you.Coupe Mini Paceman Concept 2011 Facelifted Review.

Ignore the nonsense concept car, and you will see that the Paceman drops a few hints on the future of Mini’s direction. The front end features of the traditional family face, but there is a deviation from the norm on the back was. The new tail lights stretching around the corners of his car on the top of the wheel arches, and the high-set position and the relatively flat rear window give the Paceman a very wide and bulky rear.

The Mini Concept Paceman his first public appearance at the 2011 North American International Auto Show in Detroit on 10 to 23 to take place in January, and CAR will keep you up-to-date with the latest news.

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Edgier and Aggressive Vauxhall VXR8 2011 Facelift Review

Vauxhall has unveiled its new 2011 VXR8. These first official pictures of the VXR8 shows an angular and more aggressive look than the model it replaced. But it is far more expensive.

It is almost £ 15,000 more expensive than the previous generation so VXR8 is less than £ 3000 of Mercedes C63 AMG crosshairs. Edgier and Aggressive Vauxhall VXR8 2011 Facelift Review.
The VXR8 looks mean. Is the performance fit the look?

Yes. Lurking behind the sharp new grille is a 6.2-liter LS3 V8. It’s the same fourth-generation device in the previous model LS3 uses and produces 419bhp and 405 pounds feet of torque. Could the VXR8 will no longer be distinguished from other current Opel range, the electric Ampera?

If you think it looks a bit like (also known as exactly the same) to the HSV (Holden Special Vehicles) GTS E3, you’re right. This is a Vauxhall import directly from Oz “.

Vauxhall says the VXR8 is 60mph is just 4.9sec and hit a limited top speed of 155 mph.
What changes have made to the new VXR8? Edgier and Aggressive Vauxhall VXR8 2011 Facelift Review.

There are plenty of electrical and technical improvements, the new VXR8 what could be a more accurate tool. The super-sedan comes with Magnetic Ride Control (MRC), a nice suspension system, a current passes through damper units are filled with road conditions and driver input up to 1000 times per second adjusted with magnetic particles.
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CarzPage Review: Seat Ibiza 2010 ST 1.6 TDI SE

The third in the Seat Ibiza’s newest Ibiza range, the ST property works in a very niche almost all their own. It slots between the five-door Ibiza supermini and a broader size property from the class above. Only Renault and Skoda to compete in the small car market combined.

The Ibiza ST offers more luggage space than the normal Ibiza hatch without written the sporty lines of ex-Lamborghini designer Luc Donckerwolke.
Seat Ibiza ST: focus on eco-motors. CarzPage Review: Seat Ibiza 2010 ST 1.6 TDI SE.

We drove the Seat Ibiza ST in 1.6 TDI Sport spec, but from the start there is a choice of two petrol and two diesel engines with outputs of up to 74bhp 103bhp to be with the option of a five-speed manual or the dual-clutch gearbox seven car-speed DSG.

The most economical of the covenant is available of the 1.2 S, one of the most economical levels around a combined 80.7mpg.
How does the Ibiza ST go well? CarzPage Review: Seat Ibiza 2010 ST 1.6 TDI SE .

If you want excitement and a thrilling ride, can not do this for you. Back in the real world, it’s a pretty compelling combination small package. The Ibiza combination provides a comfortable, relaxed position for long distances: comfortable seats, light steering, fluid gear changes easy and of course a decent size boot for luggage – note the additional 138 liters.
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Car Review Today: Audi A8 4.2 TDI SE

It has never been in the 24-hour race at Le Mans, Sarthe, but this year the La Virgin was at the deep end and joined the Aston Martin works pit crew. It seemed like the perfect excuse for the CAR office pack his bags and join him, and when he headed traitorous to France long term in our Audi A5 Sportback, we showed our support for the British from commandeering chief editor Greg Fountain new Audi A8 as our Executive Transport . Car Review Today: Audi A8 4.2 TDI SE.

With Tim gone ahead to implement, art director Andy Franklin, designer Alex Tapley and I rendezvous at the office by 6 clock in the morning, and fall right on the nose. As the art team to pack their provisions from the cube and Clio clear that everything does not fit is the A8-boat is now full, and even after we Slot Andy in the back seat and pack around it, the beer on the parking deck . I am a non-drinker myself so we explain it are good to go, but undeterred grab Alex and Andy meticulously the car to sacrifice their stock seats, and where room for the brandy. With its clear priorities for the weekend, we continue to France.
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SuperCar Today: Porsche 911 Turbo S 2010 Ultimate Review

It’s a numbers game with the new Porsche 911 Turbo S. For an additional £ 17,309 (or £ 17,324 in choosing for the convertible) you get an extra 30bhp, £ 37 m and many standard products that are otherwise on the “extra regular” 493bhp Turbo.

S is for sports and marketing team of Porsche would have you believe that this new S model is the sporty variant, 911 Turbo, with everything from ceramic brakes, a torque vectoring system and active engine mounts as a default, if you not have a manual transmission. All in – and until the new GT2 comes later this year – it is the most expensive 911 you can buy: £ 123,263 for the coupe (tested here) and £ 130 791 for the convertible.

And despite the high price, since 90% of the turbos with the PDK ‘box sold, Porsche expects to cough 70-80% of the customers extra for P. Read on for CAR review of the new Porsche 911 Turbo S.
What does the S in the Porsche 911 Turbo S?

The direct injection, twin-turbo 3.8-liter Flat Six is essentially unchanged, but the gains come courtesy of the revised intake valve timing, a new carbon fiber airbox and an increase in turbo pressure to 1.2bar. Power rises from 493bhp at 6000rpm to 523bhp at 6750rpm 6250, the same headline figure as a Mk1 997 GT2. The torque peak is the same as a regular Turbo with the optional Sport Chrono equipped overboost function, but has the full ft S £ 516, if you like it, rather than need a sports button to access the extra oomph to can. Fuel consumption and CO2 emissions remain unchanged

Porsche PDK transmission is standard, as well as the Sport Chrono package, which includes a Launch Control function. And together with the extra grunt from the engine, all three elements of the Turbo S at 62 miles an hour sent in 3.3 seconds (3.6 for a regular turbo, 3.4 for one with the Sport Chrono package). Even more impressive is the 0-124 miles an hour time, which drops from 11.6 to 10.8 seconds.
And how does it feel when you start a Porsche 911 Turbo S by 124 miles an hour in 10.8 seconds?

It’s addictive, but oh so easy. Come to stop, press the Sport Plus button, set your left foot on the brake, then the other stamps on the accelerator. The electronics, the speed to build up, at which point you side step the brake and hold on you. It is a short pause, while the spinning wheels will be treated (we drove the Turbo S on a very humid day in Stuttgart) and then you notice cracks in the seat as the PDK ‘box through its corridors and hurls it down the road.

Unfortunately there is no GT3-style six-song to accompany your adventures, but you get an angry gurgling noise and noise over the shoulder, with a muted pschttt mixed when you lift.

But even though the Turbo S intimidating on paper, they drive in the city or on the freeway is easy. In the city it is means a little more nimble 911, which is easily in the transport site, and the PDK ‘box that you do not have to use the manual clutch heavy turbo’s and look stiff shift. Leave the urban areas back to find a decent piece derestricted highway and suddenly you’re stupid speeds. Just 15 minutes after climbing into the turbo SI’d set my own public road from 170 hours PB miles, and with absolute ease. It’s probably best you do not have Turbo S United Kingdom – you will lose your license in the first week of ownership.

So it’s a little faster, but really worth an extra 30bhp £ 20k?

Extra power is not everything, what you get. Most of the 911 Turbo buyers end up with a whole lot of issues on the list of options, so for them the extra on the S-Kit (plus the supposed exclusivity), it might seem like a good price – spec a turbo with the same gear and it costs pretty much the same.
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