Lamborghini - The Dream Car

By Ricardo Koehler

It might be odd to think of farm equipment when one hears the word Lamborghini, but this is exactly what Lamborghini started out as - A farm equipment company called Lamborghini Trattori. The founder of the company was Ferruccio Lamborghini who in the 1960's bought a Ferrari with the profits from his successful farm equipment company. Life changed for Lamborghini when he met Enzo Ferrari, the founder of Ferrari.

Ferruccio Lamborghini was a man that demanded high quality and he felt that his Ferrari was not meeting his expectations and he thought he could do better. He shifted his focus away from farm equipment and onto producing high performance automobiles.

The first real contender that they produced in the exotic car market was the Miura. The Miura was a mid engine, V-12 sports car that commanded a heft price tag of $20,000 which is equal to over $100,000 in todays economy. During its 6 year production run, 764 Lamborghini Miura's were built. Following on the success of the Miura was the highly successful Lamborghini Countach. This was the dream car for many from the mid 70's to 1990 when production concluded. This car was beautiful and had aggressive styling that had never been seen before.

No one thought the Countach could be topped, but Lamborghini did it one more time and created the highly successful Lamborghini Diablo. From 1990-2001 almost 3000 Diablo's were made and during their first year of production, a Diablo could be bought for $240,000 U.S. This was certainly not a luxury car and did not have many features for a car of it's price. It did however have incredible performance. The V12 engine allowed it to go from -60mph in just over 4 seconds!

Following the success of the Diablo would be hard, but the Lamborghini Murcielago went even further at showing the world that Lamborghini was a serious contender in the exotic sports car world. It continued the tradition of aggressive styling and super high performance and added four-wheel-drive when it was released in 2001. To this day the Murcielago is produced with over 3000 of them already sold to their wealthy customers.

In 2003 Lamborghini introduced the Lamborghini Gallardo, which is a "cheap" Lamborghini, as compared with it's more expensive sibling, the Murcielago. While the Murcielago costs about $315,000 U.S., the Gallardo is available at just over $200,000. Don't think that you have to give up performance when buying a Gallardo and not a Murcielago though. The Lamborghini Gallardo is quite capable with a 0-60mph time of around 4 seconds, depending on which particular variation. Unfortunately the Gallardo doesn't come with Lamborghini's signature scissor doors that open upward, but this hasn't hurt sales since the Gallardo is the high volume car that Lamborghini has ever made.

Over the years Lamborghini has suffered some financial problems and has been bought and sold a number of times and is currently owned by Audi, which is owned by Volkswagen. Lamborghini makes some of the most beautiful and sought after exotic cars available today and should be on everyone's list of favorite exotic car makers.

EXTREME MODIFICATION

What a very weird car there! This is the Perodua Myvi with very strange alien or some type of weird animal design. Uh! What do you think? is it beautiful or ugly car? Or maybe you want to appreciate this kinda exterior bodykit modification.

So here we are going to share some PERODUA MYVI EXTREME CUSTOM BODYKIT MODIFICATION PICTURES during extreme autoshow event. Check it out!

I like this myvi sport rim design. The colour of this myvi is the mixed type paint job.

As you can see, this car owner is under b1bodykitclub. I dont think there is other people using the spoiler like this in this world.

This modification on perodua myvi is better with the suzuki swift look alike bodykit. With diffuser and front bumper spoiler.

At the back, it has a simple but stylish touch up on its rear bumper with two exhaust, rear door/ bonnet for toyota passo and a simple small GT wing.

Looking at the plate number, this is actually a new car bought in 2008! Oh! i wouldn’t do this to my new car. Fully painted with airbrush design.

Another better look for perodua myvi bodykit with myvi eyelips and custom engine hood plus air intake scoops. Very nice modification on perodua myvi.

EXTREME MODIFICATION

What a very weird car there! This is the Perodua Myvi with very strange alien or some type of weird animal design. Uh! What do you think? is it beautiful or ugly car? Or maybe you want to appreciate this kinda exterior bodykit modification.

So here we are going to share some PERODUA MYVI EXTREME CUSTOM BODYKIT MODIFICATION PICTURES during extreme autoshow event. Check it out!

I like this myvi sport rim design. The colour of this myvi is the mixed type paint job.

As you can see, this car owner is under b1bodykitclub. I dont think there is other people using the spoiler like this in this world.

This modification on perodua myvi is better with the suzuki swift look alike bodykit. With diffuser and front bumper spoiler.

At the back, it has a simple but stylish touch up on its rear bumper with two exhaust, rear door/ bonnet for toyota passo and a simple small GT wing.

Looking at the plate number, this is actually a new car bought in 2008! Oh! i wouldn’t do this to my new car. Fully painted with airbrush design.

Another better look for perodua myvi bodykit with myvi eyelips and custom engine hood plus air intake scoops. Very nice modification on perodua myvi.

Sport Cars Audi A4 Special Executive Vehicle

Unlike the A2 model which was originally designed as a three door hatchback vehicle which later all and became more of a luxury family car, the Audi A4 which is also manufactured by the same German automotive maker "Audi" is a luxury executive car which can also be classified as a compact vehicle. According to the enumeration you might think that this is the successor to the A2 but, it actually is a successor of the Audi 80.

This version became available as an "Advant" which is the name that Audi gave to station wagons and also to estate cars. The A4 was also available as a Cabriolet and sedan. The production of this vehicle started in 1994 and ever since its introduction to the market there have been for generations (or versions) of this model.

The B5 platform-based Audi A4 was sold between 1996 and 2001. The top Audi A4 engine in Europe was a 2.8l V6, one of nine engines shoppers could choose from in Europe. In North America the only Audi A4 engine available at launch was the 2.8l V6, which was also the sole engine available in its predecessor, the 80 model.

This Audi A4 engine is a 90 degree V6 with a cast iron block and alloy cylinder heads. In its original form it has twelve valves opened by single overhead cam (SOHC) heads. It produces 174 horsepower and 184lb ft. torque.

Note that while Audi often shares parts with its parent company Volkswagen, this Audi A4 engine is not related to VW's VR6, even though this engine was offered in similar sizes and power outputs. In more recent years both the 90 degree motor and the VR6 have been place in the Audi A4's engine bay. While Audi A4 engine is smoother and more powerful, it is heavier than the single head VW unit.

The Audi A4 engine uses a variable length intake manifold. This manifold has two intake tracks. At slow speeds, air is directed through a long intake track for better torque, while at high speeds air comes through a very short track for improved breathing, providing top end power. This gives similar performance to early two-stage variable intake valve systems without the complexity.

While the Audi 80 used the AAC version of the 2.8l, the Audi A4 engine got the revised AFC version. These changes mainly affect the head design, using a lighter camshaft with revised valve timing, a simpler, lighter valve spring assembly, and smaller diameter intake and exhaust valves. The oiling system was also upgraded, with a larger oil cooler, larger filter, and more effective oiling system. While it may be possible to put an AAC motor in an A4, the original Audi A4 engine is more reliable thanks to these upgrades.

A new head with five valve per cylinder was developed by Audi Sport for use in touring car racing and eventually made its way onto several of Audi's engines, starting with the new 1.8l turbo, and eventually the 2.8l. This Audi A4 engine choice included this new 30 valve layout in Europe starting in 1996, and would replace the 12 valve engine in the American market when the car was refreshed in 1998. Power went up to 190 hp 203 lb. ft. of torque. The head also has dual overhead cams, but everything outside of the heads is similar to the twelve valve engine.

The Audi A4 engine gained twin turbochargers in the S4, the A4's sports model. Different pistons were used changing displacement slightly: Officially it is a 2.7l engine, although it was sometimes quoted as being a 2.8l. This engine produces 261 horsepower and 295 ft. lbs. of torque. The 2000 and 2001 A4-based RS4 used a version of this engine modified by Cosworth Technology to produce 375 horsepower and 325 ft. lbs. of torque. This car was never sold in America, and the engine doesn't make a good Audi A4 engine swap candidate due to the width of the engine. The RS4 uses wider front body panels to accommodate the extra piping and larger turbo added by Cosworth.

Audi A4 engine choices expanded with the introduction of the B5 platform in 2001, but the 2.8l was replaced by a new 3.0l after being used for over a decade in Audi's lineup.

Sport Cars Audi A4 Special Executive Vehicle

Unlike the A2 model which was originally designed as a three door hatchback vehicle which later all and became more of a luxury family car, the Audi A4 which is also manufactured by the same German automotive maker "Audi" is a luxury executive car which can also be classified as a compact vehicle. According to the enumeration you might think that this is the successor to the A2 but, it actually is a successor of the Audi 80.

This version became available as an "Advant" which is the name that Audi gave to station wagons and also to estate cars. The A4 was also available as a Cabriolet and sedan. The production of this vehicle started in 1994 and ever since its introduction to the market there have been for generations (or versions) of this model.

The B5 platform-based Audi A4 was sold between 1996 and 2001. The top Audi A4 engine in Europe was a 2.8l V6, one of nine engines shoppers could choose from in Europe. In North America the only Audi A4 engine available at launch was the 2.8l V6, which was also the sole engine available in its predecessor, the 80 model.

This Audi A4 engine is a 90 degree V6 with a cast iron block and alloy cylinder heads. In its original form it has twelve valves opened by single overhead cam (SOHC) heads. It produces 174 horsepower and 184lb ft. torque.

Note that while Audi often shares parts with its parent company Volkswagen, this Audi A4 engine is not related to VW's VR6, even though this engine was offered in similar sizes and power outputs. In more recent years both the 90 degree motor and the VR6 have been place in the Audi A4's engine bay. While Audi A4 engine is smoother and more powerful, it is heavier than the single head VW unit.

The Audi A4 engine uses a variable length intake manifold. This manifold has two intake tracks. At slow speeds, air is directed through a long intake track for better torque, while at high speeds air comes through a very short track for improved breathing, providing top end power. This gives similar performance to early two-stage variable intake valve systems without the complexity.

While the Audi 80 used the AAC version of the 2.8l, the Audi A4 engine got the revised AFC version. These changes mainly affect the head design, using a lighter camshaft with revised valve timing, a simpler, lighter valve spring assembly, and smaller diameter intake and exhaust valves. The oiling system was also upgraded, with a larger oil cooler, larger filter, and more effective oiling system. While it may be possible to put an AAC motor in an A4, the original Audi A4 engine is more reliable thanks to these upgrades.

A new head with five valve per cylinder was developed by Audi Sport for use in touring car racing and eventually made its way onto several of Audi's engines, starting with the new 1.8l turbo, and eventually the 2.8l. This Audi A4 engine choice included this new 30 valve layout in Europe starting in 1996, and would replace the 12 valve engine in the American market when the car was refreshed in 1998. Power went up to 190 hp 203 lb. ft. of torque. The head also has dual overhead cams, but everything outside of the heads is similar to the twelve valve engine.

The Audi A4 engine gained twin turbochargers in the S4, the A4's sports model. Different pistons were used changing displacement slightly: Officially it is a 2.7l engine, although it was sometimes quoted as being a 2.8l. This engine produces 261 horsepower and 295 ft. lbs. of torque. The 2000 and 2001 A4-based RS4 used a version of this engine modified by Cosworth Technology to produce 375 horsepower and 325 ft. lbs. of torque. This car was never sold in America, and the engine doesn't make a good Audi A4 engine swap candidate due to the width of the engine. The RS4 uses wider front body panels to accommodate the extra piping and larger turbo added by Cosworth.

Audi A4 engine choices expanded with the introduction of the B5 platform in 2001, but the 2.8l was replaced by a new 3.0l after being used for over a decade in Audi's lineup.

Porsche 911 Carrera 4, 2009

Porsche 911 Carrera 4, 2009

The all-wheel-drive, brawny Porsche 911 Carrera 4 Coupe and its higher-performance variant, Carrera 4S Coupe offer the skilled enthusiast driver exhilarating dimensions of dynamic driving enjoyment, even in inclement weather.

Both the Porsche 911 Carrera 4 and Carrera 4S boast a unique body over their all-wheel-drive powertrains. The broad-body design is more than an aesthetic statement; it's a function of the flared wheel arches that are needed to accommodate the Coupe's wide track, large wheels, and tires.

What's New for 2009
Since their introduction, the Porsche 911 Carrera 4 and 911 Carrera 4S have received continuous refinement. That constant improvement takes a quantum leap for the 2009 model year. Both cars receive dazzling new technologies for their core components: engines, transmissions and all-wheel drive systems.

The new, more potent and more fuel efficient engines boast direct fuel injection systems among other enhancements for improved performance and better fuel economy.

In lieu of the optional Tiptronic S transmission, Porsche 911 Carrera 4 and Carrera 4S owners may now specify the driver-shiftable Porsche Doppelkupplungsgetriebe, or PDK. This ground-breaking seven-speed double-clutch automatic transmission is lighter, more efficient, and quickershifting than the previous Tiptronic S.

For 2009, engine power is distributed to all four wheels via the same electronically controlled Porsche Traction Management system found previously only on the Porsche 911 Turbo. The electronic controls respond to driving conditions even more instantaneously than the previously used hydraulically activated all-wheel drive system.

Commensurate with the increased performance potential, Porsche engineers have increased the Porsche 911 Carrera 4 and Carrera 4S Coupes' braking ability. Night visibility is also enhanced as both cars come standard with BI-XENON headlights and L.E.D. driving lights as well as brake- and taillights.

Driver and passenger comfort and convenience have also been enhanced for 2009 with the availability of ventilated front seats and through the redesign of the Porsche Communication Module which boasts a larger screen, simplified operation, Bluetooth connectivity and the ability to play music from such external sources as an iPod and MP3 players.

More Power from Less Fuel
Both the Porsche 911 Carrera 4 Coupe and 911 Carrera 4S Coupe receive new engines for 2009. The engines both boast direct fuel injection, new two-piece crankcases and revised intake and exhaust systems along with Porsche VarioCam Plus intake-valve timing and lift system.

The results are felt and appreciated immediately by the Porsche 911 Carrera 4 Coupe driver. Thanks to a 6.2 percent increase in horsepower, the 3.6-liter engine goes from 325 to 345 hp. Similarly, there's a 5.5 percent gain in torque, from 273 to 288 lb.-ft. Thanks to these improvements, a manual gearbox-equipped 2009 911 Carrera 4 Coupe accelerates from 0 to 60 mph (96 km/h) in 4.8 seconds.

Even more impressive, when the car is equipped with the new PDK Porsche double-clutch in place of MY 2008 Tiptronic S, the Porsche 911 Carrera 4 accelerates from 0 to 60 mph in 4.6 seconds, a full half second more quickly than its predecessor.

The 3.8-liter engine in the still-more potent 911 Carrera 4S Coupe exhibits equally awesome results, delighting its driver by sprinting to 60 mph in only 4.5 seconds when equipped with a manual gearbox and making that run in a mere 4.3 seconds with the PDK. This hedonistic acceleration is compliments of the new 3.8-liter engine's gain of 30 hp, from 355 to 385 hp, or 8.4 percent, and a 5 percent improvement in torque, from 295 lb.-ft. to 310.

Even with the substantial increases in horsepower and torque over the predecessor models, neither the 2009 3.6-liter Porsche 911 Carrera 4 nor the 3.8-liter Carrera 4S carries the stigma of a gas-guzzler penalty. And both engines earn their respective cars federal Low-Emissions Vehicle, category two (LEV-II) certification.

Two Clutches, No Clutch Pedal
To take full advantage of the newly designed engines, Porsche is offering drivers a transmission that delivers quicker acceleration than is possible with the standard manual gearbox while maximizing fuel efficiency. The new PDK (from the German Porsche- Doppelkupplungsgetriebe), or Porsche double-clutch, replaces the Tiptronic S as the optional gearbox in both the Porsche 911 Carrera 4 Coupe and 911 Carrera 4S Coupe.

Porsche was the first automaker to successfully use this transmission technology back in the 1980s when the transmission was developed for the mighty Porsche 962 Group C race car. The Porsche 911 Carrera 4 Coupe or Carrera 4S Coupe driver can allow the seven-speed PDK to shift up and down automatically, or he may opt to shift personally via steering-wheel mounted paddles or the console-mounted lever, the same as with the Tiptronic S.

The PDK is a conventional, seven-speed manual gearbox with two electrohydraulically controlled, oil-bathed multiplate clutch packs. One clutch pack controls the oddnumbered gears and Reverse, the other the even-numbered gears. As one clutch pack engages the appropriate gear based on engine speed, load, and vehicle speed, the other clutch simultaneously disengages the previous gear. The results are seamless, instantaneous up- and downshifts, performed more quickly than could be done by even a skilled test driver.

Gains Through Loss
The newly revamped engines, both 3.6-liter and 3.8-liter, each weighs about 6 kg, or 13.2 pounds, less than its predecessor. The new engines offer increased structural rigidity for a quieter, more comfortable driving experience as well as improved durability. The innovative PDK, despite offering more gear ratios than the Tiptronic S is about 10 kg, or 22 pounds, lighter than last year's Tiptronic.

Through such careful weight management, Porsche engineers were able to keep the 2009 Porsche 911 Carrera 4 Coupe within 50 pounds (23 kg) of 2008 car, while the 911 Carrera 4S Coupe weighs only 11 pounds (5 kg) more than its predecessor, despite the new cars' added equipment and features.

All-Weather Maximum Performance
Mechanically, the Porsche 911 Carrera 4 and Carrera 4S Coupes are defined by their allwheel drive capabilities. For 2009, these cars benefit from the same electronically controlled Porsche Traction Management (PTM) found under the awesome Porsche 911 Turbo. PTM can vary the torque split infinitely and absolutely between front and rear wheels as needed for optimum traction. However, since most purists feel-and Porsche's engineers staunchly believe-that rear-drive is critical for optimum sporty driving, PTM directs two-thirds of the engine's torque to the rear wheels under normal driving conditions.

When the system determines it is needed, PTM diverts engine power and torque to the front axle in millisecond cycles. Particularly at very high speeds, all the driver feels is the car's significant stability.

Bigger, Grippier Brakes
Among the added features are even more potent brakes than before. Porsche engineers firmly believe that a car's deceleration ability must always out-perform its ability to accelerate. Commensurate with the gains in engine performance, the 2009 Porsche 911 Carrera 4 and Carrera 4S Coupes receive added braking capability. All four brake rotors on both cars are cross-drilled, inner vented and now 12.99 inches (330 mm) in diameter.

In addition, the monobloc, four-piston calipers are now the same as those used on the 911 Turbo. Critical refinements have been made to the airflow around the wheels to increase brake cooling all around as well.

Distinct Yet Readily Familiar
As dramatic as are the changes in the Porsche 911 Carrera 4 and 4S Coupes' drivetrains this year from last, is how elegantly subtle the exterior differences are. Knowing full well that Porsche owners prize the classic shape of the Porsche 911 Carrera 4 and 4S, and that wanton and radical redesigns simply for the sake of change undermine a marque's value, Porsche's designers and engineers allowed only minor refinements to the appearance of the model range for 2009.

When viewed head on, the most notable differences are the new, horizontal covers for the BIXENON headlights and the L.E.D. daytime running lights, which extend over the air inlets. Also noteworthy are those air vents which boast larger cooling openings. The keen-eyed observer will also note the absence of a center radiator on cars equipped with the PDK.

The side view reveals new, larger exterior mirrors with aerodynamic twin-arm mounts as well as new lightweight alloy wheels. The standard wheels on the Porsche 911 Carrera 4 Coupe are 18 inches in diameter, and the 911 Carrera 4S Coupe comes with 19 inch wheels.

In the rear, all the lighting elements, save the reversing lamp, are now light-emitting diodes, for improved luminosity, longer life and instantaneous response. Finally, in the back, the Porsche 911 Carrera 4 Coupe sports two single oval exhaust pipes while the 911 Carrera 4S Coupe shows dual round polished exhaust outlets.

The Porsche 911 Carrera 4 and Carrera 4S Coupes are visually distinct compared to their two-wheel drive siblings by their brawny stance and their muscular fenders. The all-wheel-drive versions of the Porsche 911 Carrera are 1.73 inch (44 mm) wider than their two-wheel-drive counterparts. Despite the extra width, the Porsche 911 Carrera 4 and Carrera 4S Coupes are stunningly aerodynamic. The Porsche 911 Carrera 4 has a coefficient of drag of only 0.30 and the Carrera 4S is even slipperier with a Cd of only 0.29, despite their larger tires.

More Sophisticated and Comfortable
Interior refinements include a revamped center console highlighted by a new Porsche Communication Management system (PCM) and the availability of ventilated front seats.

The latest iteration of the PCM boasts a 12 percent larger screen than before, 6.5 inches vs. 5.8. In addition, the PCM is now controlled via an easy-to-clean touchscreen which incorporates a simpler keyboard. The optional navigation module now has a 40 GB hard drive. Other available features with the newest PCM include an internal GSM mobile phone module with Bluetooth handsfree operation, as well the ability to connect with external music sources such as an iPod or USB memory sticks.

The interior comfort may be enhanced regardless of front seat selection thanks to optional seat ventilating fans, available in conjunction with heated seats. These circulate air through the seatback and cushion upholstery to expedite cooling, heating and/or drying the driver and passenger.

All-weather capabilities or not, the Porsche 911 Carrera 4 and Carrera 4S Coupes boast luxuriously appointed passenger cabins. Like all Porsche automobiles, the Coupes offer their occupants the protection of six airbags: dual frontal-impact airbags; as well as two seat-mounted, thorax-protecting, side-impact airbags; and two head-protecting, side-impact, curtain doormounted airbags.

Porsche 911 Carrera 4, 2009

Porsche 911 Carrera 4, 2009

The all-wheel-drive, brawny Porsche 911 Carrera 4 Coupe and its higher-performance variant, Carrera 4S Coupe offer the skilled enthusiast driver exhilarating dimensions of dynamic driving enjoyment, even in inclement weather.

Both the Porsche 911 Carrera 4 and Carrera 4S boast a unique body over their all-wheel-drive powertrains. The broad-body design is more than an aesthetic statement; it's a function of the flared wheel arches that are needed to accommodate the Coupe's wide track, large wheels, and tires.

What's New for 2009
Since their introduction, the Porsche 911 Carrera 4 and 911 Carrera 4S have received continuous refinement. That constant improvement takes a quantum leap for the 2009 model year. Both cars receive dazzling new technologies for their core components: engines, transmissions and all-wheel drive systems.

The new, more potent and more fuel efficient engines boast direct fuel injection systems among other enhancements for improved performance and better fuel economy.

In lieu of the optional Tiptronic S transmission, Porsche 911 Carrera 4 and Carrera 4S owners may now specify the driver-shiftable Porsche Doppelkupplungsgetriebe, or PDK. This ground-breaking seven-speed double-clutch automatic transmission is lighter, more efficient, and quickershifting than the previous Tiptronic S.

For 2009, engine power is distributed to all four wheels via the same electronically controlled Porsche Traction Management system found previously only on the Porsche 911 Turbo. The electronic controls respond to driving conditions even more instantaneously than the previously used hydraulically activated all-wheel drive system.

Commensurate with the increased performance potential, Porsche engineers have increased the Porsche 911 Carrera 4 and Carrera 4S Coupes' braking ability. Night visibility is also enhanced as both cars come standard with BI-XENON headlights and L.E.D. driving lights as well as brake- and taillights.

Driver and passenger comfort and convenience have also been enhanced for 2009 with the availability of ventilated front seats and through the redesign of the Porsche Communication Module which boasts a larger screen, simplified operation, Bluetooth connectivity and the ability to play music from such external sources as an iPod and MP3 players.

More Power from Less Fuel
Both the Porsche 911 Carrera 4 Coupe and 911 Carrera 4S Coupe receive new engines for 2009. The engines both boast direct fuel injection, new two-piece crankcases and revised intake and exhaust systems along with Porsche VarioCam Plus intake-valve timing and lift system.

The results are felt and appreciated immediately by the Porsche 911 Carrera 4 Coupe driver. Thanks to a 6.2 percent increase in horsepower, the 3.6-liter engine goes from 325 to 345 hp. Similarly, there's a 5.5 percent gain in torque, from 273 to 288 lb.-ft. Thanks to these improvements, a manual gearbox-equipped 2009 911 Carrera 4 Coupe accelerates from 0 to 60 mph (96 km/h) in 4.8 seconds.

Even more impressive, when the car is equipped with the new PDK Porsche double-clutch in place of MY 2008 Tiptronic S, the Porsche 911 Carrera 4 accelerates from 0 to 60 mph in 4.6 seconds, a full half second more quickly than its predecessor.

The 3.8-liter engine in the still-more potent 911 Carrera 4S Coupe exhibits equally awesome results, delighting its driver by sprinting to 60 mph in only 4.5 seconds when equipped with a manual gearbox and making that run in a mere 4.3 seconds with the PDK. This hedonistic acceleration is compliments of the new 3.8-liter engine's gain of 30 hp, from 355 to 385 hp, or 8.4 percent, and a 5 percent improvement in torque, from 295 lb.-ft. to 310.

Even with the substantial increases in horsepower and torque over the predecessor models, neither the 2009 3.6-liter Porsche 911 Carrera 4 nor the 3.8-liter Carrera 4S carries the stigma of a gas-guzzler penalty. And both engines earn their respective cars federal Low-Emissions Vehicle, category two (LEV-II) certification.

Two Clutches, No Clutch Pedal
To take full advantage of the newly designed engines, Porsche is offering drivers a transmission that delivers quicker acceleration than is possible with the standard manual gearbox while maximizing fuel efficiency. The new PDK (from the German Porsche- Doppelkupplungsgetriebe), or Porsche double-clutch, replaces the Tiptronic S as the optional gearbox in both the Porsche 911 Carrera 4 Coupe and 911 Carrera 4S Coupe.

Porsche was the first automaker to successfully use this transmission technology back in the 1980s when the transmission was developed for the mighty Porsche 962 Group C race car. The Porsche 911 Carrera 4 Coupe or Carrera 4S Coupe driver can allow the seven-speed PDK to shift up and down automatically, or he may opt to shift personally via steering-wheel mounted paddles or the console-mounted lever, the same as with the Tiptronic S.

The PDK is a conventional, seven-speed manual gearbox with two electrohydraulically controlled, oil-bathed multiplate clutch packs. One clutch pack controls the oddnumbered gears and Reverse, the other the even-numbered gears. As one clutch pack engages the appropriate gear based on engine speed, load, and vehicle speed, the other clutch simultaneously disengages the previous gear. The results are seamless, instantaneous up- and downshifts, performed more quickly than could be done by even a skilled test driver.

Gains Through Loss
The newly revamped engines, both 3.6-liter and 3.8-liter, each weighs about 6 kg, or 13.2 pounds, less than its predecessor. The new engines offer increased structural rigidity for a quieter, more comfortable driving experience as well as improved durability. The innovative PDK, despite offering more gear ratios than the Tiptronic S is about 10 kg, or 22 pounds, lighter than last year's Tiptronic.

Through such careful weight management, Porsche engineers were able to keep the 2009 Porsche 911 Carrera 4 Coupe within 50 pounds (23 kg) of 2008 car, while the 911 Carrera 4S Coupe weighs only 11 pounds (5 kg) more than its predecessor, despite the new cars' added equipment and features.

All-Weather Maximum Performance
Mechanically, the Porsche 911 Carrera 4 and Carrera 4S Coupes are defined by their allwheel drive capabilities. For 2009, these cars benefit from the same electronically controlled Porsche Traction Management (PTM) found under the awesome Porsche 911 Turbo. PTM can vary the torque split infinitely and absolutely between front and rear wheels as needed for optimum traction. However, since most purists feel-and Porsche's engineers staunchly believe-that rear-drive is critical for optimum sporty driving, PTM directs two-thirds of the engine's torque to the rear wheels under normal driving conditions.

When the system determines it is needed, PTM diverts engine power and torque to the front axle in millisecond cycles. Particularly at very high speeds, all the driver feels is the car's significant stability.

Bigger, Grippier Brakes
Among the added features are even more potent brakes than before. Porsche engineers firmly believe that a car's deceleration ability must always out-perform its ability to accelerate. Commensurate with the gains in engine performance, the 2009 Porsche 911 Carrera 4 and Carrera 4S Coupes receive added braking capability. All four brake rotors on both cars are cross-drilled, inner vented and now 12.99 inches (330 mm) in diameter.

In addition, the monobloc, four-piston calipers are now the same as those used on the 911 Turbo. Critical refinements have been made to the airflow around the wheels to increase brake cooling all around as well.

Distinct Yet Readily Familiar
As dramatic as are the changes in the Porsche 911 Carrera 4 and 4S Coupes' drivetrains this year from last, is how elegantly subtle the exterior differences are. Knowing full well that Porsche owners prize the classic shape of the Porsche 911 Carrera 4 and 4S, and that wanton and radical redesigns simply for the sake of change undermine a marque's value, Porsche's designers and engineers allowed only minor refinements to the appearance of the model range for 2009.

When viewed head on, the most notable differences are the new, horizontal covers for the BIXENON headlights and the L.E.D. daytime running lights, which extend over the air inlets. Also noteworthy are those air vents which boast larger cooling openings. The keen-eyed observer will also note the absence of a center radiator on cars equipped with the PDK.

The side view reveals new, larger exterior mirrors with aerodynamic twin-arm mounts as well as new lightweight alloy wheels. The standard wheels on the Porsche 911 Carrera 4 Coupe are 18 inches in diameter, and the 911 Carrera 4S Coupe comes with 19 inch wheels.

In the rear, all the lighting elements, save the reversing lamp, are now light-emitting diodes, for improved luminosity, longer life and instantaneous response. Finally, in the back, the Porsche 911 Carrera 4 Coupe sports two single oval exhaust pipes while the 911 Carrera 4S Coupe shows dual round polished exhaust outlets.

The Porsche 911 Carrera 4 and Carrera 4S Coupes are visually distinct compared to their two-wheel drive siblings by their brawny stance and their muscular fenders. The all-wheel-drive versions of the Porsche 911 Carrera are 1.73 inch (44 mm) wider than their two-wheel-drive counterparts. Despite the extra width, the Porsche 911 Carrera 4 and Carrera 4S Coupes are stunningly aerodynamic. The Porsche 911 Carrera 4 has a coefficient of drag of only 0.30 and the Carrera 4S is even slipperier with a Cd of only 0.29, despite their larger tires.

More Sophisticated and Comfortable
Interior refinements include a revamped center console highlighted by a new Porsche Communication Management system (PCM) and the availability of ventilated front seats.

The latest iteration of the PCM boasts a 12 percent larger screen than before, 6.5 inches vs. 5.8. In addition, the PCM is now controlled via an easy-to-clean touchscreen which incorporates a simpler keyboard. The optional navigation module now has a 40 GB hard drive. Other available features with the newest PCM include an internal GSM mobile phone module with Bluetooth handsfree operation, as well the ability to connect with external music sources such as an iPod or USB memory sticks.

The interior comfort may be enhanced regardless of front seat selection thanks to optional seat ventilating fans, available in conjunction with heated seats. These circulate air through the seatback and cushion upholstery to expedite cooling, heating and/or drying the driver and passenger.

All-weather capabilities or not, the Porsche 911 Carrera 4 and Carrera 4S Coupes boast luxuriously appointed passenger cabins. Like all Porsche automobiles, the Coupes offer their occupants the protection of six airbags: dual frontal-impact airbags; as well as two seat-mounted, thorax-protecting, side-impact airbags; and two head-protecting, side-impact, curtain doormounted airbags.

Ferrari Sports Cars 612 Scaglietti a Sporty Coupé

The 612 Scaglietti is the result of an avant-garde design that continues the great Ferrari 2+2 tradition. Styled by Pininfarina, the 612 Scaglietti is named in honour of Sergio Scaglietti, the Modenese stylist and coachbuilder responsible for bodying some of the most beautiful Ferraris Sports Cars of the 1950s and 60s.

Ferrari Sports Cars 612 Scaglietti a Sporty Coupé

The 612 Scaglietti epitomises Ferrari's talent for innovation and design. This exhilaratingly nimble, beautifully balanced sporty front-engined rear-wheel drive berlinetta offers a cockpit capable of accommodating four occupants in unprecedented comfort. The 612 Scaglietti isn't just a 2+2 but a spacious two-door four-seater that's a pleasure to be aboard in any driving conditions.

While the Ferraris Sports Cars 612 Scaglietti has the heart of a sporty coupé, its luxurious dimensions and design are that of a surprisingly roomy Granturismo. Its deft Pininfarina styling is as innovative as its design, underscoring its dynamism and power. The result is an imposingly sculptural car with a long sleek bonnet, strong lines and signature scooped flanks borrowed from the famous Rossellini-Bergman 375 MM.

The 612 Scaglietti was the very first all-aluminium Ferrari 12-cylinder. It's no surprise therefore, that it is named in honour of Sergio Scaglietti, the Modenese coachbuilder who worked with Enzo Ferrari in the early years of his great adventure, masterfully sculpting some of the most famous track and road-going Ferraris ever from that very metal (which is just a third of the specific weight of steel). Both the 612 Scaglietti's chassis and bodywork are aluminium.

The 612 Scaglietti's innovative panoramic stratified glass roof extends right across the top of the cockpit from windscreen to rear window, giving all four occupants a drop-top driving sensation of spaciousness and airiness. There are three tint level settings to allow occupants adjust the amount of sunlight allowed into the car.

The 612 Scaglietti's braking system features CCM (carbon ceramic material) discs, making it highly responsive and efficient even in the most intense driving conditions. The 612 Scaglietti's brakes are also exceptionally resistant to fading and thus guarantee effective braking in high-stress driving situations. The use of CCM technology guarantees enhanced ride quality too. The 612 Scaglietti's wheels have been selected for optimal performance and weight reduction.

Ferrari's team of highly-experienced, passionate artisan cockpit trim experts ensure that every 612 Scaglietti leaves Maranello with an elegantly sophisticated and sporty cockpit honed to meet the tastes of its owner. This bespoke quality and exclusivity means that owners can choose from a range of dash panel inserts, seat trims and side panels.

The easy-to-reach main controls for the onboard infotainment system are also steering wheel-mounted. The dual zone climate control automatically adjusts cockpit temperature, humidity levels and ventilation. An 8-channel Surround Sound audio system was developed specifically for the cockpit so that the acoustics are on a par with the best Home Theatre system, in all driving conditions.

The 612 Scaglietti is powered by an imposing 5,748 cm³ 65° V12 that delivers 540 CV at 7,250 rpm, 98 CV more than the 456M's 5,474 cm³ unit. The engine has been worked upon on various levels to optimise performance and improve fluid dynamics. Specifically, it boasts more direct air intake tracts with two ducts from the radiator grille opening on the front bumper, new exhaust system geometries and volumes to reduce back-pressure, a boosted compression ratio (11.2:1), and inlet tracts and exhaust porting with improved fluid dynamic characteristics.

It is controlled by a Bosch Motronic ME7 ECU. Meticulous honing of the 612 Scaglietti's dynamic handling has resulted in prompt yet smooth responsiveness, making it easier to control in all kinds of conditions.

2009 Bugatti Sports Cars Veyron Type 35 Grand Prix Edition

In a highlight on this year’s agenda of centennial celebrations, Bugatti Automobiles S.A.S. presented four Bugatti Veyron specials at Villa d’Este Concorso d’Eleganza. These one off models are reminders of Bugatti’s glorious motor-racing history which played a central role in popularising and ultimately establishing the myth which the brand continues to enjoy to this day.

2009 Bugatti Sports Cars Veyron Type 35 Grand Prix Edition

The Bugatti brand is almost inextricably linked to the Type 35. The Type 35 Grand Prix was by far the most successful racing model. The unmistakable radiator grille and eight-spoke aluminum wheels of the Type 35 have become defining features of the Bugatti automobile. In its day, the Grand Prix was also well ahead of its time in terms of engineering ingenuity.

The front axle design of this vehicle, which, for reasons of weight minimization, is hollow, is a true masterpiece of workmanship and was deemed nothing less than revolutionary. Its springs were passed through the axle to produce a high level of stability. The Grand Prix’s brake drums were integrally fitted into its lightweight aluminum wheels. Unfastening the central wheel nut allowed the wheel to be easily removed within a matter of seconds and the brake to be exposed. This was a crucial advantage at the pit stop.

The blue racers made their first appearance on the race track at the Grand Prix held by Automobil Club de France in Lyon in 1924. In the decade that followed, they remained practically unchallenged thanks to sophisticated manufacturing efforts, their lightweight design and easy handling. During that ten-year era, they won almost 2000 races – more than any other model ever has.

Grand Prix races were highly fashionable events in those days, and Bugatti was not the only brand with considerable interest in substantiating the reputation of its products by winning races. In fact, in the 1920s, Europe was regularly host to a number of different races in different countries on a single weekend. The teams set up by different automobile manufacturers competed at popular race circuits such as Targa Florio, Le Mans, Monza and Spa as well as in Rome, Nice, Antibes and even a village in Alsace.

The main reason Bugatti won such an enormous number of races – on the back of which successes the brand was also able to forge its image – was the fact that Bugatti sold not only its normal sports and touring cars to private buyers, but its racing cars too. Thus it was that its automobiles took part in such a large number of Grand Prix events.

Tradition being what it is, the Bugatti Veyron Specials built to mark the 100th anniversary of the brand feature the racing colors of the respective countries: blue for France, red for Italy, green for England and white for Germany. Each of the four new Veyrons has a specific “predecessor” in the form of an original Grand Prix Bugatti on which it was modelled.

These four historic race cars represent the generation of legendary Bugatti Grand Prix racers which were piloted by world-famous race-car drivers and which scored countless racing victories in the 1920s and ‘30s. Each of the four Veyron Specials is named after a Bugatti race-car driver of the 1920s and 30s. Jean-Pierre Wimille has given the blue Veyron its name, Achille Varzi the red one, Malcolm Campbell the green one and Hermann zu Leiningen the white Veyron.

“We have put a lot of effort into translating colour and material, the defining characteristics of our historic role models, into the designs of the modern-day Veyrons,” explains Alasdair Stewart, Director Sales & Marketing at Bugatti Automobiles S.A.S. “We have taken extreme care to match the original colours of the original race cars, exterior and interior”

On Sunday, the four historic racing Type 35s and the four modern-day Centenaire Edition Veyrons will be exhibited alongside each other in the park of Villa Erba for the first and only time.

Ahead of that presentation, Bugatti will on Saturday be prominently represented in the park of Villa d’Este by a special-display-class exhibition of models, which will serve to portray the 100-year history of the brand. Bugatti’s participation in the classic Concorso d’Eleganza Villa d’Este at Lake Como will be the second highlight event to mark the carmaker’s centennial celebrations after it took part in the International Geneva Motor Show in early March.

This latest event will be followed by the Pebble Beach Concours d’Elegance in California in mid-August and the main celebratory event on 12 September in Molsheim (Alsace), which has been the home of this unparalleled automobile brand for 100 years.