Saleen Raptor Super Sports Car

Saleen Raptor is a mid-engined sports coupe featuring 650hp and a top speed over 200 MPH.Saleen's 5.0 Liter Supercharged V8 runs on E85 ethanol which burns more cleanly and features a higher octane rating for more power. The result is a 0-60 MPH of 3.2 seconds and top speed over 200 MPH.
Well, Saleen Raptor is making a hell of a first impression ...

Audi GT3 Sports Car Race Car

The new The Audi GT3 R8 sports car is a race car that will enter into some of the great races of the world sometime next year.Power for the Audi GT3 has been boosted to 500hp and the engineers digged deep into the technics to conform with GT3 standards. The four-wheel-drive system had to be replaced with a more conventional GT rear-wheel drive system and it is also equipped with a newly developed six-speed sports sequential gear box.

The Audi GT3 is a super sports car indeed.

2008 Audi R8

Some people may be tempted to dismiss Audi's R8 mid-engined supercar as a reskinned Lamborghini Gallardo. The format is just so similar, and Audi already makes the Gallardo's body in one of its aluminum-space-frame facilities. Besides, with a history of intelligent platform sharing under its belt, why wouldn't Audi simply indulge in a little badge engineering?

The answer is simple: Audi is a company on a mission. Remember — this carmaker revolutionized rallying with its Quattro and then later turned the 24 Hours of Le Mans into a company picnic, with five victories scored by this new car's namesake. Audi also kick-started a design renaissance with the first TT and prompted an entire industry to look at vehicle interiors in a different light. What's left to do? Well, Audi would love to steal a larger share of the luxury-sedan market, and it would certainly like to stick it to Ferrari and Porsche in the segments those companies rule.
That's a tough objective, but if the R8 is anything to go by, don't dismiss the idea as pie in the sky. For one thing, the R8's versatile nature reminds us more of Ferrari's F430 than it does the more-or-less relentlessly severe Gallardo. This is not a car that gets in your face the whole time you're in it. When equipped with the stock suspension or the optional adjustable magnetic shocks, the R8 will cruise the freeway with as little ride disruption and mechanical commotion as an A4.
Yet at speed the R8 gathers itself into a tautly controlled crouch, heading where it's pointed with remarkable precision and exhibiting none of the propensity for snap rotation that some mid-engined cars have made famous. Some of its stability is from the unequal tire sizes, and some, no doubt, is from the Quattro all-wheel-drive system that has a default rear-wheel torque bias of 90 percent. The viscous-coupling center differential will never furnish more than 35 percent of available power to the front axle when it detects slip at the rear, preserving a strong rear-drive character in almost all circumstances.
This leaves the flat-bottomed steering wheel calm and nearly free of front-drive contamination. Sure, there's enough load increase in turns to inform the driver of events at the front wheels, but the leather rim is almost devoid of vibration and kickback shock. It's so good that we'll undoubtedly hear criticism aimed at the mechanism for being isolated and uninvolved. It really is not. The steering on this car is for the finely tuned driver rather than those who require feedback at 7.6 on the Richter scale.

But don't mistake this for a luxury coupe. The mid-mounted, direct-injected V-8 is borrowed from the heavy-breathing RS 4, but with dry-sump lubrication for its new low-slung duty. Mounted so that its throttle-body intakes face rearward, meeting ducts that loop around from big intake slots ahead of the R8's signature "side blades," the V-8 is actually offset from the center line to package the all-wheel drivetrain.
The transmission mounts behind the rear axle, and a shaft runs forward through the engine's sump to power the front axle. Audi needed space for that arrangement. But Audi has camouflaged the offset effect carefully with engine-bay hardware that makes the view through the glass hatch appear symmetrical. You need to check the position of the four-ring insignia on the car's tail to confirm that the engine is shaded to the right.

No one should doubt that the direct-injection V-8 is intended to be on display to passersby, and there is even LED lighting in the engine bay to enhance the effect at night. Ferrari makes a big deal of its F430 engine, too, particularly with the Spider version. Coincidence? Not likely, given that Audi's V-8 is as much aluminum sculpture as it is machine, and it is dressed accordingly, with considerable attention paid to its dual role as window model

Ariel Atom 2

The Ariel Atom 2 is by far the most committed track car here. In his quest for lightness and speed, the Atom's designer, Simon Saunders, left out the doors, the windshield, the top, and even a sheetmetal skin. It's like a two-seat formula car, and as the smallest and lightest in this group, it was the quickest by a wide margin—it catapulted to 60 mph in 3.0 seconds and was the fastest around the racetrack by almost two seconds.

The Atom's speed comes with a generous dollop of styling, as there are interesting details everywhere the eye falls. The signature element is the powder-coated steel-tube frame and its devilishly graceful curves that join the front and rear ends. It's the automotive version of Nike's swoosh.
"Everyone wants to touch it," remarked Tom Smurzynski. The car, that is. He's from Brammo Motorsports, the North American builder of the Atom. Although the car was created in England about seven years ago, most of the construction for North American Atoms is done at the Brammo shop in Ashland, Oregon. Those gorgeous steel tubes are precisely shaped in an automated CNC tube bender. Brammo also fabricates the suspension, the carbon-fiber fenders, and the fiberglass floor pan. There are enough changes over the original that Brammo has christened its car the "Atom 2." A base model starts at $41,995, and ours ran almost 60 grand.

Mounted in the rear are the supercharged four-cylinder engine and five-speed manual transmission from a Chevy Cobalt SS. The engine is available in various horsepower levels, from 205 to 300. Ours had the 245-hp Stage 2 package.

Although we've never favorably compared the Cobalt engine's noise and vibration characteristics with a Honda engine's, the Chevy engine works fantastically in the Atom. The driver feels little vibration, which is likely thanks to the engine's balance shafts. The combination of supercharger whine and rorty exhaust is satisfyingly sporty.
There's so much low-end grunt that around Buttonwillow we rarely dipped below third gear. The Atom pulled fiercely at all rpm and could invoke massive wheelspin at will. Although the gearbox action is light, direct, and far slicker here than in a Cobalt, we were glad not to have to shift often. Things happen at warp speed in the Atom—straights evaporate, braking zones seemingly last only a few yards, and the corners feel as if you were in a centrifuge. We're used to far lazier responses than the Atom's, and we all had difficulty keeping up, which made some of us call the Ariel "nervous and twitchy."

We simply needed to acclimate. The Atom does what it's told, but you have to be damn quick and sure with your instructions. Once that was settled, we had joyous fun, passing the Z06 as if it were a minivan.

Outright speed is only one of the Atom's charms. Others—including watching the front suspension move, feeling the wind crawl up your pant legs and assault your noggin—could just as easily be called annoyances, depending on your frame of mind. This car, however, draws attention. The owner of our test car only uses it for track days and thus had not registered it for street use (we only drove it on the track), but we can easily imagine the stares it would elicit on public roads. In an ever more homogenized automotive landscape, there's nothing else like the Atom.

2006 Mazda MX-5 Miata

The 2006 Mazda MX-5 Miata Grand Touring has a big heart. Shaking free of its cute roots, the third generation MX-5 is a polished package of performance and pure fun. Carrying a list price of $24,435 ($25,495 as tested), the 2006 Mazda MX-5 Miata Grand Touring comes with a 4 year/50,000 mile warranty and just two seats – back seat passengers need not apply. The MX-5 might just be the ultimate commuter car – small, efficient and affordable, it could make your commute the best part of your day.
When Mazda introduced the MX-5 Miata in 1990, it was an instant hit. With proportions that recalled British two-seaters like the MG-B and Austin-Healy Sprite, the Miata added a much needed dash of Japanese reliability to the formula. People who've never driven a Miata might think of them as toys – and nothing could be farther from the truth. The Miata has always had the soul of a sports car.

The new MX-5 Miata is still small – but it's bigger and more muscular than previous generations. Broader and longer than before, the MX-5 actually exudes a bit of menace from certain angles. The designers have done a good job of preserving the essential character of the Miata, while pumping it up at the same time.

The Grand Touring model comes with a cloth top, a classy upgrade from the vinyl tops found on the other MX-5 models. A glass rear window with a defroster will help make the MX-5 a year-round car, even in frigid climates.

Top up or top down, the MX-5 is a looker. Shiny integrated roll bars catch the light behind each seat, adding obvious safety benefits. The multi-spoke 17" alloy wheels look great, especially with the wide low-profile tires. Subtle badging never says "Miata" on the outside – I guess "MX-5" is more macho. Go figure.

I've always been a little jealous of Miata drivers. I don't have a tailored suit kind of body. I'm big and wide, always have been. Previous generation cars were just too small for me. The MX-5 has grown to accommodate me – just barely. If you're much over 6' tall, you may have to forget about driving, at least with the top up. The top closes with one big latch in the center of the windshield. It's easy to release with one hand, and flops open with minimal effort, literally in seconds. I was able to open and close the top from the driver's seat. I've owned several convertibles, and going topless is always a balance between convenience and pleasure. Not in the MX-5 – it's as easy as opening a window, and takes just as little thought.

The Grand Touring MX-5 features gorgeous leather seats, as opposed to the black cloth seats on other models. The seats are comfortable, supportive and generous. Leg room is sufficient for comfort, great for driving. The driver's foot box is a little tight – don't try to drive the manual MX-5 in your work boots.

The MX-5's dash is clean and uncluttered, a simple palette for performance driving. There's very little storage in the cabin, and the trunk holds just 5 cubic feet. Leave the junk in the SUV.
especially when the top is down and you can hear the rich exhaust note. It's the MX-5's four wheel independent suspension and handling that rocks. The MX-5's razor-sharp rack-and-pinion steering and low center of gravity make it feel glued to the road, never twitchy. My test car had a $500 suspension package with sport-tuning, Bilstein shocks and a limited slip differential – so it had particularly good road-feel and handling, swallowing bumpy roads whole.

All MX-5 models have the same engine, a 16-valve 4-cylinder powerplant that pumps out 170 hp and 140 lb-ft of torque. My test car's 6-speed manual transmission was well-matched to the engine, requiring a minimum of fussy shifting in traffic and providing great access to the meaty part of the powerband. The 4-wheel anti-lock brakes are great – big discs and calipers haul the MX-5 to a stop in a hurry.

Driving the MX-5 is a contact sport – you have to pay attention to the engine, brakes and steering to get the most out of the car. It is pleasantly tame in day-to-day driving, well-suited to big city commuting – as long as you're not intimidated by bigger vehicles. The MX-5 is itsy-bitsy.
Power isn't everything. Another important factor to consider with power is weight. It goes without saying that the lighter the car, the greater the effect engine power will have on it. The MX-5 is a very light car – 2498 lb – with a power/weight ratio of 0.068. Each horsepower from the engine has to move only 14.69 lb of car down the road. You have to spend lots more money to find that kind of power/weight ratio in a two-seater – there's not a two-seat roadster within $8,000 that can touch the MX-5's statistics.

Pontiac is releasing the Solstice in 2006, a missile aimed directly at the MX-5. Though it has similar pricing and proportions to the MX-5, the Solstice has a longer wheelbase, outweighs the MX-5 by 360 lbs and has a lower power/weight ratio (0.061). Saturn has the Sky on deck for 2007. Look for reviews here as soon as we can get our hands on them. It should be an exciting comparison.

Other two-seat roadsters on the market include the BMW Z4, Audi TT, Nissan 350Z Honda S2000 and Porsche Boxster – all of which cost $8,000 or more over the MX-5's price. That's how much you have to pay for this quality driving experience. The MX-5 is a real bargain. It's the most sports car you can get for the money, hands down.

Range Rover Westminster edition

Quality from every angle

The Range Rover Westminster embodies the high standards of craftsmanship you demand. Enjoy the sensation of the beautifully crafted wood and leather steering wheel. From the stainless steel accented foot pedals to the 20-inch Diamond Turned Wheels, this vehicle is impressive in its detail.

The unique tailgate badge is the special edition mark of distinction and quality.

You will feel special the moment you step inside and you're sure to arrive well-turned out in your choice of three sleek body colours, including Mariana Black – exclusive to this edition. The first-class comfort is enhanced by using only highest quality materials. The fine leather – in colour-ways of Ivory and Jet – is finished with the Grand Black Lacquer woodset to add contemporary elegance.

RAnge Rover 2009

The 2009 Range Rover is a 4-door, 5-passenger luxury sport-utility, available in two trims, the HSE and the Supercharged.

Upon introduction, the HSE is equipped with a standard 4.4-liter, V8, 305-horsepower engine that achieves 12-mpg in the city and 18-mpg on the highway. The Supercharged is equipped with a standard 4.2-liter, V8, 400-horsepower, supercharged engine that achieves 12-mpg in the city and 18-mpg on the highway. A 6-speed automatic transmission with overdrive is standard on both trims.

The 2009 Range Rover is a carryover from 2008.