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ACURA RSX TYPE-S

Hot Acura RSX Receives Substantial Enhancements for 2005

Since its debut in July of 2001, the RSX sports coupe has been an unqualified success, winning an array of industry awards including being named to Car and Driver's "10 Best" and Ward's "10 Best Engines" lists. To maintain the RSX's position as the benchmark in its class, Acura's dynamic sports coupe receives substantial performance and styling enhancements for 2005 that update its dynamic looks, refine and modernize the interior and make it even more fun to drive.


For 2005, the high performance Type-S model receives engine and exhaust system modifications that boost horsepower from 200 to 210 and torque from 142 lb-ft to 143 lb-ft. Engine output was optimized by applying high performance camshafts and enlarging the diameter of the intake duct by 10 percent. A larger diameter exhaust pipe and free-flowing catalytic converter helped to boost horsepower by increasing exhaust flow by 10 percent.



Remarkably, given the considerable power, RSX Type-S engine meets stringent CARB Low Emissions Vehicle-II (LEV-2) standards and is designed to run for 110,000 miles before the first scheduled tune-up.

The Type-S is equipped exclusively with a 6-speed, close-ratio manual transmission for quick, responsive shifting. For 2005, the final drive ratio on this transmission was lowered to provide even quicker acceleration while shift feel was improved by applying carbon synchronizers on fifth and sixth gear.


To meet the demands of the true driving enthusiast, the chassis of the RSX features track-tuned suspensions and steering systems for exceptional handling precision, outstanding cornering grip and a smooth, controlled ride.


Standard 4-wheel disc brakes with a 3-channel Anti-lock Braking System (ABS) help to provide secure stopping power. To match its additional performance capabilities, the RSX Type-S uses larger 11.8-inch ventilated discs up front. For 2005, a larger diameter master cylinder was applied to increase hydraulic pressure, the rigidity of the brake pedal increased and the pedal stroke was reduced. These enhancements combined to both enhance stopping power and improve braking feel.


The exterior styling of the RSX communicates a message of power and precision through short front and rear overhangs, sweeping curves and sharply chiseled accent lines. For 2005, Acura updated the styling to make the RSX look lower, faster and more aggressive. In front, the fascia has been redesigned with lower, rectangular air ducts, aggressive-looking tri-beam headlights and a new Acura-family grille. Side sills on the RSX are now body colored, while the side sills on the Type-S are more substantial, and wrap further around the car to highlight the new wheels and tires. The rear of the RSX was redesigned with new taillight assemblies, a new bumper, larger diameter exhaust tips and, on the Type-S, a deck lid spoiler. The result for both models is a more aerodynamic car that gives off a strong feeling of mass and power.

The interior of the RSX features a driver-oriented cockpit that has been updated for 2005. The seats have been redesigned with more supportive side bolsters and a thicker lower cushion for increased comfort on long drives and support during aggressive cornering. Titanium accents have been added to the integrated headrests and to several key points around the cabin including the step garnish, the shifter boot ring and the hand brake.

ACURA RSX A-SPEC CONCEPT

First Glance
The RSX is a nice-looking car to start out with, before you start tacking on any accessories. It's low and sleek for a hatchback coupe, not excessively sporty or styled. Acura's quality control is top-notch, so everything on the RSX fits right and is tight as a drum.

The majority of the accessories that make up the A-Spec package are visible on the outside of the RSX-S. An "A-Spec" badge gets installed below the RSX-S logo on the back. 17" alloy wheels wrapped in Yokohama rubber dress the corners. The body kit includes front, rear and side underbody spoilers, and a prominent High Wing Spoiler on the back deck. In high speed situations, a wing provides downforce and stabilize your ride. The A-Spec wing isn't excessive. Like all of the A-Spec accessories, it's well constructed and integrated with rest of the car. Still, I would skip the wing if I bought an RSX. I'd just be way too self-conscious.


Driving a car with underbody spoilers, you have to be very careful when you park and when you encounter speed bumps. An average curb can be a hazard, and a wicked speed bump could devastate your investment. If your driveway has a steep approach angle, you'd better find street parking for your RSX, or you'll be cleaning up plastic shards.



In the Driver's SeatThe A-Spec package doesn't touch the interior – the RSX-S doesn't need it. The interior is tasteful and well-appointed, though compared to the rest of the Acura line, it's virtually stark. That's okay with me – the RSX-S is a driver's car. The gauges are big, clear and intelligently located. The climate controls are simple, big knobs, and they're high on the dash for easy access. The dash is non-reflective so you get less glare on the steep windshield.


I love a driver's seat that wraps around my sides like a hug. The RSX-S seats are shaped like racing seats, but have great adjustment. Real racing seats are usually fixed, and don't offer the kind of angle changes that you get in a luxury car. Perforated leather makes for a great seating surface.


Forget about the back seat – you don't want to put any human beings back there, and a child safety seat would be too hard to get to. Send the kids in the minivan – the RSX is your car.


If you do have to pick up some groceries, though, the RSX has impressive cargo space – 16 cubic feet – and you can fold down the 50/50 split rear seat to make even more room. Amaze your friends – when you open the rear hatch, the RSX looks like it splits in half, ready to swallow a HUMMER whole.


On the Road

A-Spec accessories don't make any appearances under the hood of the RSX-S either. The 16 valve 2.0 liter 4 cylinder engine pumps out a decent amount of power – 201 hp and 140 lb-ft of torque. You've got to get the revs up to really hit the sweet spot – peak hp doesn't arrive until 7800 rpm, and peak torque hits at 7000 rpm. That means that you're sawing through the six manual gears frequently, trying to keep the engine happy. If you love to clutch and shift, if you're great at heel/toe maneuvers, you'll love driving the RSX-S. I wish that the RSX-S had a short-throw shifter option – the spindly shifter stalk has to go. While we're wishing, I also wish for more horsepower and torque to go with the A-Spec package. Where's the supercharger? Where's the turbo option?


The A-Spec does upgrade the suspension to a "sport suspension." Whatever those components are, they work like a dream. The RSX-S feels planted to the road, yet still has enough compliance to make rough pavement and bumps disappear. Maybe that's why there's no turbo option – this car has excellent balance between its power and its handling performance. Many enthusiasts scoff at front-wheel drive. In a well-sorted package like the RSX-S, front-wheel drive is a blast.


Journey's End
If you're considering the Acura RSX Type-S A-Spec, you've got to look at the new Honda Civic Si, which will approach RSX-S performance for thousands less. There's an active aftermarket for the Civic and a line of Honda-endorsed products as well. Take a look at the Mitsubishi Lancer Ralliart while you're at it, drive the Subaru WRX, Scion tC, MINI Cooper S and Hyundai Tiburon. A used car can make a good starting point for a tuner, too.

Adding the A-Spec package to a new RSX Type-S is not an easy yes-or-no decision – it increases the initial purchase price by more than 25% when you get all finished with installation. If finances are a factor, you might want to consider a shorter list of accessories or putting together your A-Spec package over time. Of course, if the dealer installs the package at initial purchase it can be part of your new car loan or lease – a much less painful prospect on a monthly basis than part-by-part construction. You'll still need to do some engine work to make your car a real screamer, but you can do that after the warranty expires in seven years.


In the meantime you'll have a cool-looking car that will haul a ton of groceries – just be sure to strap that milk down before you hit the twisties.

ACURA RL A-SPEC

Overview
The Acura RL is all new for 2005, and it's sleeker, sportier and more fun to drive than last year's model. The RL still uses a V6 engine, but it's much more powerful than before. And while previous RL models were front-wheel drive, the 2005 RL uses all-wheel drive for improved grip and superior stability and to handle the higher horsepower. The new RL offers the responsive handling of a sports sedan yet it rides smoothly.

While the previous-generation RL had become big, bloated and boring, slinking around in the shadows of the Lexus LS430 and Infiniti Q45, the new RL compares quite favorably to BMW, Mercedes and Audi as well as Lexus and Infiniti. It's more fun to drive than a Mercedes E320. And while it may not offer the sporty rear-wheel-drive dynamics of the new BMW 530i, it's right with it on a race track.


Acura's innovative all-wheel-drive system makes the new RL easy to drive and helps keep its driver out of trouble. Called Super-Handling All-Wheel Drive, the system overdrives the outside rear wheel when motoring around corners, improving the handling balance and enhancing stability. It feels solid in corners. It forgives minor driver errors and makes the driver look skilled. And of course it works exceptionally well in adverse weather. Honda's 300-horsepower VTEC V6 provides plenty of power yet the RL is rated 26 mpg on the highway.


The RL is Acura's flagship luxury car. It's more luxurious and slightly larger than the sporty TL. The new 2005 RL is smaller outside but larger inside than last year's previous-generation model.



Model Lineup
The 2005 Acura RL ($48,900) is available as one loaded model. No options are available. The navigation system comes standard along with just about every luxury and convenience feature we can think of.
Active safety features include SH-AWD, Vehicle Stability Assist with traction control, anti-lock brakes (ABS) with electronic brake-force distribution (EBD) and Brake Assist.


Passive safety features include a driver's and front-passenger's dual-stage, dual threshold airbags, side curtain airbags designed to provide head protection for passengers in all outboard seating positions, and side-impact airbags designed to provide torso protection for driver and front passenger with an occupant position detection system for the front passenger. OnStar operators will direct emergency services to your car if the airbags deploy and you don't respond. A tire pressure monitoring system is also standard.


Walkaround
The all-new 2005 Acura RL is actually smaller than the previous-generation model. The new RL is shorter overall and rides on a shorter wheelbase. The track is wider, though. The engine is more compact. That, and other space-efficiency measures, have resulted in a cabin that's roomier than the previous model's. It's a sure sign of improved space efficiency when the outside of the car is smaller but the inside is larger.


The new RL looks sleeker and sportier than the previous model. It's attractive if not interesting. The front end is smooth with nicely integrated bumpers and headlamps. Xenon high-intensity discharge headlamps employ Acura's new Active Front Lighting System, which swivels the headlight beams into corners for better visibility.


From the rear, the RL looks vaguely similar to the newest designs from BMW, which are controversial. Viewed from the side, the trailing edge of the RL is somewhat reminiscent of the 7 Series where the rear deck seems separated from the rear fenders. It's far less pronounced on the Acura, however, and won't rise to the level of a controversy.


Interior Features
The interior of the RL is luxurious and functional. The seats are comfortable for cruising and supportive for hard driving. The wide armrests have a nice soft feel. This is a roomy car, though the back seats don't offer as much room as some of the competition's.


The cabin is finished in handsome leather with attractive stitching. Real wood is used sparingly, tastefully around the cabin and it's not too shiny. Acura says it used the finest materials and exacting attention to detail in the interior design. It shows. The RL's cabin is attractive, comfortable and functional. The biggest nitpick we noted is inconsequential: The cigar lighter cover was reluctant to open on the car we drove, and that was a pre-production model, a car built before the assembly line started.


The display is not a touch screen. Instead, an interface dial is used to control all functions. Positioned on the center stack, in front of the shifter, the dial is rotated like a knob and rocked like a joystick to select among function menus displayed on the navigation screen. Pushing down on the knob selects the highlighted function. Functions controlled by the interface dial include the climate control system, audio, navigation, and the AcuraLink satellite communications system. This interface dial is similar in concept to that of BMW's controversial iDrive, but Acura added redundant buttons on the instrument panel and steering wheel for most of the commonly used functions, making this system easier to use than BMW's. For its part, the interface dial has great feel.


As mentioned, everything described here comes as standard equipment, including the navigation system with voice recognition, which features a large 8-inch screen. The all-new AcuraLink satellite communications system delivers in-car traffic information in real time for major cities. LA has the most mature infrastructure to support this, and it's an impressive feature that could make commuting easier by helping drivers avoid heavily congested areas. Traffic flow is shown by color coding the highways in three levels (flying, normal and forget about it). Unlike radio reports, which just hit the highlights and don't provide detailed instructions for getting around tangles, this system uses data from the highway departments and technology developed by XM Satellite Radio to give the RL driver the level of detail needed to change routes on the fly. The RL is on the leading edge of this technology, and it may prove to be well worth taking the time to fully master this navigation aid.


Even without this newest twist, Acura's navigation systems are perennially among the best available. In the past, we've praised them for their ease of operation, clear instructions, speedy route calculations, and absence of errors. As with all of these systems, there is a learning curve. You'll need to study the owners manual and exercise patience before you can fully master the system and use it to its maximum advantage. Even then, trying to program navigation or other functions while driving is very dangerous; you should pull over, program your destination, get organized, then set out.

OnStar also comes standard. Having OnStar and a navigation system should ensure you are always guided to your destination. Pressing the OnStar button calls up an operator ready to assist you in any way possible, whether you need directions to the nearest gas station or ATM or the best sushi bar in town. OnStar operators can quickly pinpoint your exact location and the direction you're headed and won't hesitate to tell you to turn around. They can unlock the doors should you lock the keys inside. They can direct the police to your car should it be stolen. They will direct emergency crews to you should the airbags go off and you not respond to their calls. We've found most of them cheerful, friendly and engaging, patient, often with a sense of humor, though that isn't always true. Their voice comes through a speaker and you talk to them in normal tones while driving. Your voice is picked up through a microphone and there's no need to use your hands.


Nor must you use your hands for talking on the telephone. The RL is set up to operate with Bluetooth-enabled cell phones, which allows hands-free dialing and communication. The navigation system also features voice recognition. The Keyless Access System further frees you from having to use your fingers by letting you unlock the doors, open the trunk, and start the car without having to dig the keyless remote out of your pocket or purse.


The back seats are comfortable, though they don't offer quite as much space as some of the other cars in this class. Getting into the back seats is eased by rear doors designed to open wide. A retractable rear sunshade filters the sun, nice on bright days. Retractable rear headrests improve rearward visibility when people aren't back there.


The trunk is nicely finished and offers 13 cubic feet of space. The keyless access system prevents locking the key fob in the trunk.


Driving Impressions
The all-new 2005 Acura RL is much more of a driver's car than last year's model. It handles better. It's tauter, more poised. It grips better in corners, has tauter transient response and stops in shorter distances. The ride is comfortable, firm enough to feel expansion joints but not so firm as to be harsh, and it cruises easily. The cabin is quiet, benefiting from a noise cancellation system that reduces road noise and tire noise but especially boom from the engine exhaust.


Acura's Super-Handling All-Wheel Drive improves the handling of the RL considerably. SH-AWD distributes power not only between the front and rear wheels but also between the left and right rear wheels. This distribution of power can be controlled, and it uses this capability to enhance the handling. Essentially, the system overdrives the outside rear wheel in corners to reduce the understeer that is inherent with all-wheel-drive layouts. (Technonerds: It employs the same principles as the old Honda Prelude SH, only at the rear wheels instead of the front, overdriving them by up to 5 percent.) In short, the RL doesn't plow in corners. It simply motors around them.


We found the system particularly helpful in tight corners where it keeps the nose of the car tucked in. The RL seems to respond well to throttle in the corners. The effects of overdriving one of the rear wheels is most noticeable at competition-level speeds, but the system improves handling feel even at a moderate pace. It feels precise, and the RL goes exactly where you want to go. You get improved handling stability on dry or wet roads. All-wheel drive also brings improved traction and stability on snow and ice. The system is biased to the front. When cruising along, 70 percent of the engine's power goes to the front wheels, and 30 percent goes to the rear wheels. Stand on it, however, and up to 70 percent of the power goes to the rear wheels. That means little or no wheel spin when accelerating.


To compare the handling of the RL, we drove it back to back with some other cars on a winding racing circuit, the new Shenandoah 1.2-mile road course at Summit Point in West Virginia. Of particular note was how the RL compared with a Mercedes E320 4Matic (all-wheel drive). The E320 felt heavy and lethargic, like an old Mercedes. Compared with the Acura, the Mercedes lacked grip and suffered from understeer and slow steering; plus it was hard to modulate brakes and hard to modulate the throttle. A previous-generation RL and a previous-generation Audi A6 were also on hand, and both were hopelessly outclassed by the Acura and BMW, serving as stark examples of the superiority of the latest models over five-year-old designs. (There's an all-new A6 for 2005, but there wasn't one available for this test.)


By far, the stars of this exercise were the Acura RL and BMW 530i. The RL was the easiest of the group to drive, making it the quickest. The 530i felt livelier and more fun with its rear-wheel drive and sports suspension. Whether the BMW would ultimately be quicker in timed lap sessions wasn't clear. What was clear was that the RL was the easiest to push to the limit in unfamiliar corners. The new Acura would be an excellent choice if told to drive as fast as possible over an unfamiliar mountain road, and that would be even more true if the conditions were slippery or unpredictable.


Fortunately, there's plenty of power to go with the RL's excellent handling. Its V6 is the most powerful engine ever in an Acura. The 3.5-liter engine generates 300 horsepower at 6200 rpm and 260 pound-feet of torque at 5000 rpm. That's impressive power from a V6. You'll get more power and more low-end response from a V8, but the RL offers decent performance. It can accelerate from 0-60 mph in less than 7 seconds. It's smooth, responsive and enjoyable. It's quicker than a Mercedes E320 and comparable to a BMW 530i. Better breathing helps the 24-valve, single overhead-cam, aluminum VTEC engine combine substantially increased power yet with lower emissions and good fuel economy: The RL meets the government's stringent standards as a LEV2-ULEV Ultra-Low Emissions Vehicle and earns an EPA-estimated City/Highway 18/26 mpg.


The driving experience is aided considerably by the excellent five-speed Sequential SportShift automatic transmission. Shifting is crisp and quick but super smooth, making the RL more responsive and more enjoyable. It seems to shift up early, but never seems to hunt. The driver can shift manually using a shift lever on the center console or with paddle shifters located on the steering wheel. It's fun to play with, but most of the time we simply put it in Drive and let it do the job it does so well.


We found the brakes to be excellent, with a good, firm pedal. Acura says it upgraded the brakes to create a true high-performance system. New 12.6-inch ventilated front rotors use aluminum four-piston calipers in front, with ventilated discs in the rear. Electronic Brake force Distribution (EBD) automatically adjusts the front/rear brake pressure to suit conditions, while an anti-lock braking system (ABS) helps the driver maintain steering control in hard braking situations. Brake Assist helps drivers apply full braking pressure in an accident-avoidance situation.


Summary

The all-new Acura RL sheds the stodginess of the previous-generation model and embraces the agile handling and quick acceleration performance of a sports sedan. The RL is easy to drive and helps keep its drivers out of harm's way, with the latest in all-wheel drive technology. Yet it rides nicely, coddles its occupants and exudes a sporty, luxurious ambience.

ACURA NSX

Acura NSX: Timeless Performance and Style

The Acura NSX supercar exemplifies the precision crafted performance that lies at the heart of every Acura vehicle. Developed out of years of racing experience, the NSX sets the benchmark for Acura technology, combining world-class performance and styling with exceptional drivability and refinement.

The Acura NSX offers two distinct, mid-ship mounted powertrains. The first is a lightweight, all-aluminum 3.2 liter, DOHC, 24-valve, 90-degree V-6 engine coupled with a 6-speed, close-ratio manual transmission producing 290 horsepower and 224 lb-ft of torque. The second is a 3.0 liter DOHC, 24-valve V-6 engine with a 4-speed Sequential SportShift automatic transmission that generates 252 horsepower and 210 lb.-ft. of torque.

Both Acura NSX engines are equipped with Acura's patented VTEC (Variable Valve Timing and Lift Electronic Control), a Variable Volume Induction System, direct ignition and a computerized Programmed Fuel Injection (PGM-FI) system pioneered in Formula One racing. The NSX engine also features titanium connecting rods, which are stronger and lighter than comparable steel connecting rods.

To complement these innovative powertrains, the Acura NSX chassis features an all-aluminum unit body construction that is 40 percent lighter, yet has the rigidity of a steel structure. The 4-wheel independent double-wishbone suspension features aluminum-alloy control arms and hub carriers that minimize unsprung weight and provide optimum handling. The suspension also features aluminum subframes for the front and rear suspension to further reduce weight. Forged-aluminum alloy wheels reduce unsprung weight while super high performance tires - 215/40 R17 in front and 255/40 R17 in the rear - provide maximum traction and handling.

The NSX's braking system features large-diameter, ventilated four-wheel discs and an advanced 4-channel Anti-lock Braking System (ABS) for confident braking. A sophisticated Traction Control System (TCS) helps limit wheel-spin and enhances control.

The 2005 Acura NSX features a removable roof panel for open-air driving. A sculpted, wedge-shaped body and forward canopy design clearly communicate the car's high performance personality. Additional features include a body integrated rear spoiler and airfoil, power operated sideview mirrors and Xenon High-Intensity Discharge projector-beam headlights. The NSX comes in seven exterior colors, which can be ordered with a matching or complementary interior color.

Inside, the hand-stitched, leather-trimmed interior of the NSX is designed to evoke the image of a jet fighter cockpit, providing excellent visibility, easy-to-read instrumentation and supportive, power operated seats. For 2005, the NSX receives a redesigned meter panel surround, a new shifter knob and a keyless entry system. As with all Acura models, the NSX comes with a long list of standard equipment and comfort and convenience features including an Automatic Climate Control System, power windows and door locks, cruise control and a theft deterrent system with electronic immobilizer. For 2005, the premium Acura/Bose Music System has been enhanced with a trunk-mounted 6-Disc CD changer.

CITROEN C4 WRC

Citroen C4 WRC: Citroen Sport's New Weapon
The Citroen C4 WRC - Citroen Sport's new weapon - made its debut in the Monte Carlo rally in 2007. It is the car to replace the Xsara WRC, winner of three world manufacturers crowns between 2003 and 2005. In the expert hands of Citroen Sport's engineers at Versailles Satory, the C4 Citroen Sport concept car became the C4 WRC.

Although the overall styling was maintained, the car had to be adapted to international regulations and performance requirements. This is where the design office of Citroen Sport stepped in. The project working group came up with a first rolling model of the Citroen C4 WRC that was already a long way from the original concept. The roof, for example, was no longer made of glass, since this is banned in rally racing. The front and rear wings, bumpers and spoiler were modified to satisfy regulations and performance criteria. To save time and money, a number of body parts were studied in wind tunnels on a scale of 1 before validation of the full-size parts at the end of the project.

The program role of the development program was to validate the parts and powertrain sub-systems developed by the design office. Reliability was the first factor and performance the second. To achieve the desired result, several working sessions were necessary on both asphalt and gravel. The technical team of Citroen Sport then compared the performance of the C4 WRC with that of the Xsara, which remained the standard, the absolute reference.


Designed to be as easy to drive and as reliable as the Xsara WRC, the C4 WRC aims to set even higher standards of efficiency and performance. A car built and developed to enable Citroen to target the "drivers" and "manufacturers" titles once more from 2007.


Like the Xsara, its glorious predecessor, the Citroen C4 WRC features four-wheel drive and a 2-liter turbocharged engine mated to a cross-mounted 6-speed gearbox. At 165.4 inches, the C4 WRC is longer than the Xsara and, in line with regulations, therefore has a larger width of 70.1 inches, compared with 67 inches for the Xsara. This change should provide better stability on bends.

As also laid down in the new regulations, the use of electronic driving aids is limited, in the same way as for the Xsara in its 2006 configuration. Referring again to the regulatory budget cuts, the sub-systems of the C4 WRC - such as the engines, gearboxes, front, central and rear differentials and dampers - must last longer and be more reliable.

2012 Audi RS3 Sportback

A distinctive design with 2012 Audi RS3 Sportback sporty interior circular water nozzles, perfect ergonomics and a no-holds-barred approach to quality in the selection and use of materials - these are all typical traits of the Audi A3 model line. In Addition to these, the Audi RS3 Sportback comes with a host of special features.

The entire passenger compartment,2012 Audi RS3 Sportback including the roof lining, is a study in black. Inlays are in Piano finish black are standard. Alternatively, the new Aluminum Race material and a selection of classy woods ranges from the customization options are available as exclusive. Silver piping borders the floor mats. The door sills, the tachometer, the seats, the steering wheel and the selector level for the seven-speed S tronic features all RS3 badges. The pedals gleam with an aluminum finish.

The sports seats with prominent side bolsters Provide excellent support for the body. They are upholstered in Fine Nappa leather with silver contrasting stitching. Featuring a heavily contoured rim, the triple-spoke leather multifunction sports steering wheel is flat-bottomed and wrapped in perforated leather with contrasting stitching is complete. The shift paddles have a matt aluminum look.

The displays on the instrument cluster - black dials, white numbers and red needles - are designed with the RS styling. When the ignition starts, the needles on the speedometer and tachometer rise up briefly to Their highest position, then fall back into place. The standard driver information system features an exclusive menu RS, with digital displays for the boost pressure and oil temperature, along with a lap timer for timing laps on the racetrack 2012 Audi RS3 Sportback.

2012 Audi A8 Review & Images

The Audi A8 series has not disappointed when it comes to offering stylish cars into the market. In fact, the brand is best known for offering luxurious and stylish vehicles into the market while also adding comfort and performance into the mix. This is a significant reason behind the success of the brand and the performance of previous model releases will become a reference as to how the new 2012 Audi A8 will be like. Shall we get started into looking at the details of this new car model?

The best way to describe the new Audi A8 2012, according to critics, is that it is a perfect blend of luxury and efficiency. The body specifications of the A8 2012 are largely similar to that of the 2011 model, although new features were integrated into the brand new model to add more efficiency to your ride. The actual measurement of the body's length is at 17.29 inches, while it features new LED headlights that deliver a new sense of style with its striking expression that complements the vehicle's body style. Meanwhile, it is also an added safety function, along with several other features that were incorporated into this new 2012 A8, such as the in-trunk emergency release and the tire pressure monitoring capability.

The 2012 Audi A8 also comes equipped with many features that improve driving efficiency such as front and rear heated seats, navigation system, and parking sensors. The 2011 model got negative feedback from consumers with its use of a 17-inch tire wheels, hence the manufacturer made all the necessary adjustment with this new release and the 2012 model now comes with an 18-inch wheel.

The performance of the 2012 Audi A8 is one of the brightest features of this model. The use of a turbocharged 4.0 liter V8 engine can deliver up to a maximum of 310 horsepower to ensure optimum power and efficiency on the road. This type of engine is indeed capable of delivering excellent driving ability. Meanwhile, the hybrid models that are also due for release feature the Audi Valve lift system and a 4-cylinder unit that takes your driving performance up another notch.

Another excellent thing about the 2012 Audi A8 is the acceleration capacity, which is unlike any other in the market. Within only 7 seconds or less, it can go from a complete standstill to as much as 100 km/h in speed. In fact, its top speed capacity can reach up to 210 km/h. The excellent driving performance and speed is impressive for a model that is known to be fuel-efficient. The engine for this model is determined to consume 13.5 liters of fuel within a 100-km distance run. It is therefore one of the most fuel-efficient models around, especially when compared against other similar vehicles in the market today.

More safety features are being developed for the 2012 Audi A8 to provide security for both driver and passengers. This will give you more advantage for choosing this model over others, aside from enjoying luxurious style, efficiency, and high performance.
2012 Audi A8
2012 Audi A8
2012 Audi A8
2012 Audi A8
2012 Audi A8
2012 Audi A8

2012 Garia Golf Car Info & Pics

The Garia is the first golf car in the world that has been designed with meticulous luxury through quality craftsmanship and innovative thinking that can offer guaranteed exceptional driving experience to all range of golfers. If features hand-stitched seats, a built-in refrigerator and an exclusive customization program through which users can have painted their Garia according to their preferred color. The highest automotive industry standards have been considered during the design process of the car such as Formula 1 cars like double wishbone front suspension, drive train from Ducati gearbox producers, aluminum frames from the same supplier of Aston Martin, Volvo and Jaguar, and so on.
2012 Garia Golf Car
2012 Garia Golf Car
2012 Garia Golf Car
2012 Garia Golf Car
2012 Garia Golf Car
2012 Garia Golf Car

2012 Porsche 911 GT3 R Hybrid Cars

2012 Porsche 911 GT3 R Hybrid made ​​its first appearance in 2010 at the Petit Le Mans 10-hour race, which show excellent performance.

2012 Porsche 911 GT3 R Hybrid is known as the rolling racing laboratory, 2012 Porsche 911 GT3 R Hybrid has the same hybrid system as the previous model: 4.0 liter Flat Six engine produces 480 horsepower with two engines each producing 100 hp. The new 2012 Porsche 911 GT3 R Hybrid model will be two inches wider at the rear, and they get almost 15 cm in the wings.

“There is no way around hybrid technology in motorsport. With the 2012 Porsche 911 GT3 R Hybrid project, we showed how the key technologies of the future to test the circuit and pave the way for success in motorsport in the future. We will go on like this, absolutely brand and further develop hybrid technology.” says Wolfgang Hatz, Director of Research and Development, on Saturday at the end of “Night of Champions” celebration to mark Porsche.

2012 Porsche 911 GT3 R Hybrid race in competitions such as the FIA ​​World Endurance Championship, American Le Mans Series Le Mans Series, the International GT Open and the 24 Hours of Le Mans.
2012 Porsche 911 GT3 R Hybrid
2012 Porsche 911 GT3 R Hybrid
2012 Porsche 911 GT3 R Hybrid
2012 Porsche 911 GT3 R Hybrid
2012 Porsche 911 GT3 R Hybrid