Car Auto Magazine

The Chrysler 300 was the first Detroit sedan in a long while to really set the country on fire. At the same time, it also introduced a new concept: Chryslers, apparently, don't have to be mediocre. Predictably, when they're not mediocre, they sell. The 300 looks cool, is fun to drive, and in 5.7-liter Hemi V-8 form, is seriously fast. As a result, more than 300,000 have left dealer lots since 2004. And as for the new Sebring sedan? Its styling is divisive at best, it lacks the driver involvement of even a Honda Accord, and its most notable element is its radio (see sidebar). Not exactly a recipe for success. As a package, the Sebring doesn't have anything inherently wrong with it. Performance and quality levels are finally in line with those of the average Japanese mid-size four-door--albeit one from seven or eight years ago. Value is arguably excellent; the base Sebring offers front, side, and side curtain air bags as standard, for example, but costs $1735 less than last year's car. Cornering stability, maneuverability, and ride comfort are all improved. And while the steering still lacks feedback, it's at least linear in feel and nicely weighted--something the 2001-05 Sebring sedan never could lay claim to. The key ingredient of the 300's goodness is that Hemi. Unfortunately, the Sebring's top-spec engine, a relatively torquey 235-hp, 3.5-liter V-6, is no Hemi. It has neither the refinement of a Toyota V-6 nor the character of Honda's six. And while the 3.5-liter's standard six-speed manu-matic shifts smoothly and intuitively, the four-speed automatics mated to the 2.4-liter four and the 2.7-liter V-6 are somewhat clunky and rough. Unfortunately, "better than last year" isn't the kind of ammunition that makes for great cars (let alone good ones). And ultimately, it makes us wonder: Why shouldn't the Sebring be something more? Why can't it blow the Accord and the Camry out of the water? If the 300 has taught us anything, it's that Chrysler can rally the troops and build something truly special. This isn't.

Ahead of us, the runway stretches seemingly into eternity, its physical dimensions masked by a shimmering heat haze. In the nearer distance, two giant red flags delineate the quarter- and half-mile posts of this makeshift drag strip. And to the right, as we stage on one of Luke Air Force Base's two runways, there's a menacing, flat gray F-16 Viper of the U.S. Air Force's 56th Fighter Wing. Cool or what?That's right: We're racing a $20 million fighter plane. The chosen weapon is a Dodge Viper Competition Coupe, the racing version of the V-10 supercar. Strapped in tight, open exhausts blaring, I'm waiting for the countdown from the Luke tower to race the fighter, which is going to blast off using its afterburner for added impetus. Me? I have 520 hp against 25,000 pounds of thrust. It's like sending out a peashooter against an Uzi.

As the tower radios, "Viper two, ready?" my pulse elevates and my breathing deepens. The Comp Coupe has a trick carbon-carbon clutch, and it requires a deft touch to get the car off the line without lighting up the slick tires or bogging down. If I get this wrong, there's ridicule from the Dodge and USAF guys and humiliation in front of more than 100,000 people at the Luke Days air show. I tell the tower that I'm ready, but they don't hear. A second, plaintive "Viper two, ready?" and I reply in the affirmative again. No response. The tower isn't hearing me. Luckily, Corey "Slick" Hermesch, the F-16 pilot, is, and he calls in that we're ready to race.

Almost immediately, the tower starts the countdown. I dip the clutch, engage first gear, and plant the tach "needle" on the MoTec digital gauge cluster at four grand. On "Go!" I release the clutch and try to balance power versus grip as the fat rear slicks attempt to make out with the concrete. The Viper hooks up pretty well after a bit too much initial wheel spin, and pretty soon it's into second,

at which point the car snaps sideways-dammit!-and I have to correct and back off for an instant. Back on the power, it's time to bang the lever into third at just over 6000 rpm. The quarter-mile flag is approaching rapidly-very rapidly-and a glance to the right brings the plane into view for the first time since we lined up.

The Dodge launches much better than the F-16, so the car is marginally ahead through the quarter-mile, but thereafter it's toast. The Comp Coupe breaks the half-mile at more than 155 mph, but by that stage, Hermesch has left the ground, having held the F-16 on the deck at 224 mph (195 knots), somewhat beyond its normal rotational speed of 186 mph. It's not as if the Comp Coupe is slow: in pre-event testing, we managed 0 to 60 mph in 3.2 seconds, 0 to 100 mph in 6.3 seconds, and we hit 0 to 160 mph in 15 seconds on this run.

This was the last of four races that we had lined up at the air show held at Luke AFB, near Phoenix, Arizona. The plan was that on Saturday, Herb Helbig-spiritual keeper of the Viper flame and senior manager of vehicle synthesis, chassis, and quality at Chrysler's Street and Racing Technology-would race a 2006 Viper SRT10 Coupe against an F-16 flying in military power (nonafterburner) form, and I would take on the afterburner F-16 in the Comp Coupe. To give it more of a chance, the SRT guys had lightened the Comp Coupe by removing the antiroll bars, electric fan, and mufflers, among other modifications. The races would be repeated on Sunday.

The idea was originally concocted by Tony Estes, a past president of the Viper Club of America, and Cameron White, who were both honorary base commanders at the time. They thought the race would be a great way to raise money for the base's Morale, Welfare, and Recreation Fund, which helps ease the burden on families who have service personnel posted overseas for extended terms of duty. The first race was run in 2002 and repeated in 2003. Before we turned up at the 2005 event, the score stood at three-all.

Dan Knott, the surprisingly mild-mannered ringleader of DaimlerChrysler's chest-thumping Street and Racing Technology (SRT) Group, understands his job. It's to create limited-edition heart pounders for those customers who agree with the SRT philosophy that you can never have too much horsepower. SRT has successfully applied a healthy whack of power and visual pizzazz to everything from the lowliest Neon (SRT4) to the full-size Ram pickup and Viper supercar (both SRT10s).

Ramping up a hot-rod SRT Dodge Charger for sale this fall was a no-brainer. "People would question our sanity if we didn't do an SRT Charger," said Knott as he unveiled the eighth SRT model. Yes, Dan, they would. Be-cause if there is a car that needs some special attention, it is the Charger. Actually, the first thing the Charger needs is two doors, not four, judging by the buzz at the Detroit auto show, where it was revealed in January. The second thing it needs is a more graceful, more handsome, better-proportioned styling execution than the somewhat squinty-eyed, overfendered mass contrived to fit the platform of the fresh 300C upon which it was based.

SRT to the rescue with the third-best possible fix: more horsepower and plenty of it. But straight-line acceleration is strictly old school. To SRT, performance begins with power and torque, continues with superior handling dynamics and ride quality, and ends in a hurry, with braking improvement in direct proportion to acceleration achievement.

The rear-wheel-drive Charger SRT8 ar-rives from finishing school with all of that and more. We've had the pleasure of sampling this 425-hp version of the regular V-8 Hemi, bored from 5.7 to 6.1 liters, in the Chrysler 300C SRT8. We loved it then, and can't imagine any other reaction this time around. The same 300C SRT8 specs apply to the Charger SRT8: 420 lb-ft of torque peaking at 4800 rpm, a healthy 10.3:1 compression ratio, and an electronically limited 6400-rpm redline. Same gas guzzler situation, too, of course. But we're talking super-limited volume, so move on.

The Charger SRT8's five-speed manu-matic transmission sends power to the upgraded differential and axles through a heavy-duty prop shaft. The only notable difference in the Charg-er SRT8's suspension versus that of the 300C SRT8's upgraded bushings and spring rates, specially tuned dampers, and larger diameter antiroll bars, according to Knott, is its more aggressive, "Dodge-like" tuning for a sportier ride and bad-boy demeanor on the track. ABS and ESP have been tuned in that same macho spirit, and the Charger SRT8 rides a half-inch lower than the Charger R/T.

Curb weight is estimated to be identical to the 300C SRT8's at 4160 pounds, about 130 pounds more than the Charger R/T, so it seems reasonable to expect virtually identical performance numbers, unless the Charger SRT8's shape gives it an aerodynamic edge over the 300C SRT8's estimated 0-to-60-mph time in the five-second range and its 165-mph estimated top speed. The Charger SRT8's hood scoops were wind-tunnel tuned to supply cool air to the engine compartment without inflicting lift.

Almost as beautiful as the big horsepower number is the exhilarating braking performance promised by the shining red, oversized, four-pot Brembos at each wheel, which Knott says will haul the Charger SRT8 down from 60 mph to a full stop in a mere 110 feet. Ducting that's integrated in the new front fascia for the vented discs was also wind-tunnel tested to help downforce.

A key component in the ride-and-handling equation will be the high-performance Goodyear F1 Supercar rubber-245/45YR-20 in front, and 255/45YR-20 in the rear-wrapping the Charger SRT8's unique, wildly carved five-spoke, twenty-inch, forged-aluminum wheels. It's a different wheel from the 300C SRT8's, but the rubber is the same. A four-season tire will be available as an option.

As for appearances, SRT's Charger brings some relief, with its aforementioned hood scoop, a honeycomb grille insert, a wisp of a spoiler hovering above the trunk, a deep front fascia that also includes an air dam to aid lift reduction, and those all-important dual 3.5-inch exhaust tips.

The interior will have Dodge SRT instrumentation and the sort of highly bolstered seats you'd expect in your demon Dodge.

Yes, it has four doors, and no, it's still no beauty. But if the SRT8 version of the Charger goes the way its Chrysler 300C SRT8 twin goes-and there's no reason it shouldn't-it will have gone quite a distance in restoring some performance credibility to a great name that once ruled America's streets.

SPECS

Price: $39,000 (est.)
Engine: 6.1L OHV V-8, 425 hp, 420 lb-ft
Drive: Rear-wheel
0-60 mph: 5.0 sec
Top speed: 165 mph

The Tunisian Oussama Khalfi designer, has created another concept car with a wider front act to place a powerful system. This is the new " Flash BMW, the car's sporty character and design, can be either V8, V10 or V12 depending on the request by the pilot.

BMW Sport Cars BMW Flash Concept By Khalfi Oussama, the interior design is stylish and class and the wheel drive design is 100% sport style, the inspiration behind the flash is the bmw M6. The sporty exterior of the concept vehicle is equally complemented by the rich and lustrous interior that promises to commute the rider in utmost comfort.

"After that internet buzz created by my bmw X9 concept, I designed a new concept for my favorite car bmw, I called bmw flash, with her sport look and her large front, it can have a V8 engine or V10 or V12 more. I hope that car fans like it very much and I want to show the world that I cannot stop imagining new ideas I even can’t control my imagination "said, Khalfi Oussama.

Lotus has just unveiled its 2010 Formula 1 car, after 15 years one of the most successful names in Formula One returns to the grid with the launch of the Lotus T127. Backed by the Malaysian government, the new Lotus team will field two cars, driven by Jarno Trulli and Heikki Kovalainen. Lotus the T127 will be one of several cars using the latest Cosworth V8 this year.

2010 Lotus Sport Cars T127 Formula One Racing is backed by the Malaysian Government - where Lotus owner Proton is based - securing the rights last year to the team's name and legendary green and yellow colours. Mike Gascoyne, technical chief for the T127, admitted the car was designed very quickly, the team revealing its car mere weeks ahead of the 2010 Bahrain F1 Grand Prix.

The Lotus T127 is powered by a Cosworth engine - another name returning to the sport cars after an extended absence - and will use an Xtrac transmission, in line with all 2010 teams, will be running on Bridgestone tyres.

Italian car maker Covini Engineering has finally completed their 6-wheeled sports car, and it’s ready for its debut this week. On autshow Bologna, Covini Sports Cars is a very special supercar. The Covini C6W is the world’s first six-wheeled supercar. C6W is an Italian Sports Cars 2-seat, 2-door sports coupé with a removable roof section. The manufacturer of the Covini Sports Cars C6W  announced that the model is ready for production.

Inspiration for the car was taken from the 1976 Tyrrell P34, which had two pairs of smaller front wheels, a principle applied to the C6W. The project was started in 1974 but abandoned shortly after, and left dormant into the 1980s due to the lack of availability of low-profile tires at the time.

Covini are convinced 6 wheels are better than 4. The Italian car maker says the addition of two extra wheels on the front of the vehicle helps improve traction, and the smaller space on the front of the car makes for a reduction in drag, which in turn increases speed.

The manufacturer claims the design produces less understeer than conventional designs, and suspension produces less turbulence from potholes and bumps in the road because of the increased surface area.

Ferruccio Covini, the founder of the company, speaks of comfort and reduced risk of aquaplaning. Additionally, the safety, eg because there is less risk of accidents is a flat tire. About the disadvantages is not much known

The C6W is powered by a rear-mounted 4.2-litre V8 Audi engine with 325kW (433 BHP) and 470Nm of torque. The car features a rear, 4200 cc 8-cylinder engine and the sports car’s has a top speed of 186 mph (299 km/h).The six-speed manual transmission transfers power to the 20in rear wheels. The four front wheels (all 15in) are responsible for the steering. All six wheels feature vented Brembo brake discs.

The body is made of lightweight fibreglass and carbon fibre, leading to an overall vehicle mass of 1150kg.

At the 2010 Los Angeles Auto Show also includes the LA Design Challenge, a competition that has asked automotive producers from around the world to create eco-conscious vehicles with a top design that weigh less than 1,000 pounds (454 kg).

In 2010, Nissan launched an innovative LEAF as the first mass production electric vehicle in the world, as well as a beginning for the future vision of zero emissions Nissan. Forward to 2035: electric vehicles and green technology infrastructure which matured into a fully sustainable dream, that brings to life.

Using industry-leading technology, Nissan iV maximize the driving experience by eliminating excess. Nissan makes deep longing and joy of driving with EV that can offer exciting and strikingly beautiful, fast performance with zero fault.

Infused with Nissan’s heritage of sports cars and performance, 2010 Nissan Sports Cars iv Concept is a high-performance EV inspired by nature’s intelligent beauty and crafted by human ingenuity. The iV is a super-lightweight sports cars tourer that showcases “organic synthetics,” a revolutionary manufacturing technique in which automotive parts are cultivated like agriculture in a 100% sustainable, carbon-neutral process.

Every detail is the vehicle uses an interwoven organic frame, that is built from a biopolymer frame which mixes fast-growing ivy and re-enforced with spider silk composite. This allows the frame to be flexible and light, yet ultra-strong.

The 2010 Nissan Sports Cars iv Concept seats four  and features a photo-voltaic rooftop, a slim bio-battery provides stability and regenerative capacitor technology that recoups 60% of kinetic energy spent.

The vehicle is powered by concentric hub-less in-wheel electric motors, which also acts as a suspension and steering, using magnetic levitation and propulsion. Concentric magnetic rings amplify rotation with each outer ring to boost high-speed performance and provide independent wheel control for ultimate handling and maneuverability.

Nissan’s president Carlos Ghosn has publicly said that the company’s success depends on its ability to develop and deploy electric vehicles that excite the masses. The 2010 Nissan Sports Cars iv Concept is  part of Nissan’s zero emissions future. The Renault/Nissan partnership with Better Place will result in more than 100,000 battery-swap enabled sedans on the road in Israel and Denmark, with cars and charging infrastructure slated for Toronto, Hawaii and the San Francisco Bay Area.

Through superior technology, 2010 Nissan Sports Cars iv Concept maximize the driving experience by eliminating the excess burden. Nissan will meet a deep longing for pleasure driving with beautiful electric car capable of providing satisfactory performance without the need to feel guilty.

The British manufacturer, Lotus, prepares the launch of a limited edition model, inspired by Formula 1, the performance is sure to be nothing short of spectacular! That will be available for purchase for any enthusiasts that affords the huge price of 780,000 euros ( $1,000,000 ). The entry ticket will give the owner access to special track days and instruction from actual Formula 1 drivers in not just driving but also fitness.

Named Exos T125, the model has the looks of a Formula 1 car. The 2011 Lotus Sport Cars T125 is an exclusive ultra high performance F1™ inspired race-car complete with Cosworth 3.5 litre GP V8 engine, the same company that supplies engines for the Lotus Formula 1 squad and other teams.
Smith characterizes it as a detuned race engine; outputs are 640 hp at 9800 rpm and 332 lb-ft of torque at 7600 rpm linked to a six-speed semi automatic gearbox with paddle shift and  while the maximum revs will reach 10,300 rpms (Real F1 cars use 2.4-liter V-8 engines that can rev to a maximum of 18,000 rpm; no team discloses its engine’s power output.) A bespoke carbon composite with nomex and aluminium core chassis with carbon composite panels contribute to a super light weight of just 560kg resulting in a phenomenal power to weight ratio of nearly 1000 hp per tonne.

Lotus Exos T125 is also light as a feather, weighing just 650kg. Weighing a mere 1430lbs and being propelled by 640BHP V8 will thrill the driver. The 2011 Lotus Sport Cars T125 is a track day car and designed with real life operation in mind.
Unlike a Formula One car however, the Cosworth V8 is fitted with an alternator and starter motor. A support team is not needed, as the T125 can be started with a push of a button even in your garage. The Cosworth is designed to go 4500km (2800mi) between servicing. That's a lot of track miles and a lot of track days (10-12 track days, about 2 years worth).

Lotus means that the customer who purchases these sports cars all will arrange to join Exos cars owner's club, the club will periodically hold an activity and help buyer to provide it to drive ability. But this lotus Exos T125 sports carses will create in British Norfolk, the head of England market 10 car types will consign a customer in spring 2011, the rest car type will continuously consign in summer 2011.

Energo Racer – One more interesting feature is that the car can be molded to be powered by different alternative fuels or power sources such as hydrogen, solar and electric power.

Energo Racer Sport Cars Concept By Paul Hanna

Inspired by the nature, mainly marine animals and the way their efficient bodies cut through the water, designer Paul Hanna has come up with a vehicle concept cars named the “Energo Racer” to take the rider on a wonder ride.

Energo Racer Sport Cars Concept By Paul Hanna, is 22 feet long and 8 feet wide, the racer can be molded to run on a number of alternative fuels or power sources, including hydrogen, solar and electric, with ease.

Energo Racer Sport Cars Concept By Paul Hanna

Energo Racer Sport Cars Concept By Paul Hanna, featuring an aerodynamic body to minimize air resistance, the futuristic vehicle removes the engine for a free flowing form to set new records in speed.