Subaru WRX: 2.0-litre turbo sedan to be fastest-ever Rex

The next-generation Subaru WRX is less than a year away from being shown in production form, after this design concept was revealed at the 2013 New York auto show.

Although Subaru was tight-lipped about specification details and timing, executives did confirm that they expect this to be the fastest-ever Subaru WRX model; that it will use a downsized 2.0-litre direct-injection turbo; and it will be offered as a sedan only with different styling to the regular Impreza.

Asked directly whether the next Subaru WRX will be faster than the outgoing 2.5-litre turbo model, which claims 0-100km/h in 5.3 seconds, company spokesperson Masashi Uemura replied �??we hope so�?�.

Subaru of America president Tom Doll was more specific about the powertrain options, saying that �??I think you can probably guess that with the 2.0-litres that are currently in the Impreza that a 2.0-litre turbocharged engine is coming�?�

�??It will have a manual transmission,�?� Doll also confirmed. �??We might [also] have a CVT in it, with paddleshifting.�?�

He did, however, deny that a hybrid version is being planned.

Despite being based on the new Impreza platform, the next Subaru WRX will share only some of its body panels with the regular models. While the show car does not look anything like the current Impreza, equally Subaru insists the concept�??s styling forms only a guide to the production WRX.

�??We are trying to split the WRX and STI brands off and away from the Impreza to try and get their own unique styling and own unique attributes,�?� Doll added.

�??They may share some [panels] but we�??re trying to create �?" as you can see with the car here �?" its own style and its own definition, as opposed to just taking it [WRX] from the Impreza model and saying it�??s based on the Impreza.�?�

Asked whether the WRX will still be based on the Impreza platform, Doll replied �??yes it will be�?�, but asked whether it will get a unique body, he answered �??that is correct�?�.

The WRX is also being firmed-up, with Doll saying the company wants to make the new model �??drive and handle like a BRZ�?�. Asked whether that means the new WRX will be firmer than the current car, which has been criticised for being too soft, Doll answered a decisive �??yes�?�.

�??We learned with the BRZ it�??s not just about 0-60 [mph] speeds, it�??s about handling and fun,�?� he continued. �??That�??s what the BRZ taught us.

�??You will see a lot of those positive attributes �?� trying to be built into the next generation of Rex models.�?�

Pressed for timing, he confirmed that a production version is �??not years�?� away.

�??It�??s close,�?� he added. Asked if that means it is months away, Doll replied �??it depends on how you measure months�?��?�

The production version is �??possible�?� for a Tokyo motor show unveiling in November.

The fourth generation of WRX in two decades will also revert to offering a sedan-only body style. The previous-generation model, which launched in 2007, was the first �?" and now it appears only �?" WRX to offer a five-door hatchback body style. A wagon is unlikely to make a return.

�??For the next generation we are moving away from the five-door style �?� we�??ve gone for a sedan only,�?� confirmed Doll.

�??Performance sedans are defined in the sedan segment�?�.

The WRX concept wears �??WR Blue Pearl III�?? paint, while fluorescent yellow is used on the WRX front grille badge, brake callipers and exhaust finisher.

The concept rolls on 245/40ZR20 Dunlop tyres with BBS forged alloy wheels.

Describing the WRX concept car�??s styling, Subaru says that �??the front design emphasises the aggressive stance of WRX, together with solidity and stability.

�??A prominent classic Subaru hexagonal grille has a three dimensional mesh pattern, in keeping with WRX�??s sporty nature, together with the hawk-eye headlights.

�??The WRX concept sedan is low and sleek, with a more powerful design than previous production versions.

�??A large opening in the front bumper, plus a classic WRX bonnet scoop, wing ducts and flared wheel arches denote the powerful turbocharged engine performance and handling.

�??A sharp character line runs from the front guard through to the rear, intersected by powerful wheel arches, emphasising WRX�??s renowned all-wheel-drive capability.

�??The rear design echoes the hexagonal design motif from the front grille and features a dramatically curved boot lid that also acts as a rear spoiler.

�??The wide rear bumper adds to the powerful street presence of the car and is offset by large quad exhausts, while the aggressive rear diffuser improves vehicle aerodynamics�?�.

The WRX concept is also shorter and lower, but wider than both the old WRX and the current Impreza .

It lines up 4.52 metres long, 1.89m wide, and 1.39m tall, riding on a 2.76m wheelbase. Respectively, the current Impreza measures 4.58m/1.74m/1.47m/2.65m, while the old WRX totals 4.58m/1.8m/1.47m/2.63m.

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2013 Mitsubishi Lancer Ralliart Review

If you only spied the rear half of the Mitsubishi Lancer Ralliart Sportback you�??d probably think you were taking in the hindquarters of a harmless enough family sport hatch.

But you�??d be missing a few crucial details.

Firstly, there are the threatening twin exhaust tips and protruding roof-mounted spoiler. Most notable of all is the tiny Ralliart badge that sits in the right-hand corner of the tailgate �?" a telltale symbol of car�??s promised potential.

Not so subtle is the Ralliart�??s front end, which is all business with its lightweight bonnet that closely mimics that of the more famous Lancer Evolution and comes complete with signature air-scoops feeding the Ralliart�??s turbocharger.

And while it may be getting on a little now (having launched in 2008), the Mitsubishi Lancer Ralliart still holds a unique place in the Lancer stable, bridging the gap between their runabouts and the hardcore Evolution model.

It�??s also $12,000 cheaper, so what you get for your $44,990 is essentially a cut-price Lancer Evolution X with an accompanying cut in power, thrills and focus.

That�??s not to say that the Ralliart doesn�??t come with sufficient firepower to put it in hot hatch contention.

Its best asset is the same 2.0-litre turbocharged four-cylinder engine as the �??Evo�??, only detuned to deliver 177kW/343Nm (down from 217kW/366Nm) �?" enough to get the Lancer Ralliart from 0-100km/h in a tidy 6.3 seconds (claimed).

It�??s a punchy and capable powertrain, made even better when bolted to Mitsubishi�??s tricky six-speed �??SST�?? twin-clutch transmission �?" standard fit on the Ralliart Lancers.

Driven in �??normal�?� mode it lacks a certain response. It�??s not slow �?" just not as manic as you might have expected from a car with a decent dose of Evo DNA in its makeup.

But that�??s also what makes this high-performance Lancer so liveable as a daily driver against the full-strength Evolution models.

Flick the switch to �??sport�?� and the Ralliart shifts from sporty Lancer to a fully fledged hot hatch with ample amounts of poke. The highlight is the hugely enjoyable throttle blipping downshifts, without the need to so much as lift a fingeroff the steering wheel.

Taking full control of your Lancer Ralliart with its race-inspired, steering column-mounted magnesium paddleshifters is more fun still, especially if you should come across a solitary country road.

Word of warning though; the Ralliart can be exceptionally thirsty when pushed hard. Official Mitsubishi fuel consumption is rated at 9.8L/100km for the Sportback (9.6L/100km for the sedan), but we never saw lower than 11.8L/100km and heavy throttle sessions were as high as 20.6L/100km.

But this is also where the Evo lineage ends abruptly and problems arise. The Ralliart�??s brakes, suspension, steering, wheels and tyres are all carried over from the significantly more humble Mitsubishi Lancer VRX.

There might be loads of grip �?" but push on and you�??ll soon discover a chassis that can�??t quite cope with the extra power of the 2.0-litre turbo engine and Mitsubishi�??s highly effective All Wheel Control system (AWC).

While the suspension handles chopped-up roads better than most, it�??s too soft for serious driving. There�??s noticeable body roll on corner entry, a tendency to understeer and the rear end can become unsettled at the limit.

The steering, too, is neither quick enough nor sharp enough to match the car�??s outright pace and consequently dulls the overall driving experience.

The same scenario applies to the so-called sports seats.

They�??re certainly comfortable, but there�??s nowhere near enough side bolstering to hold you steadfast during more enthusiastic cornering.

The two-pot brakes also felt spongy from the get-go.

Commensurate with a cut price Evo is the Ralliart�??s lacklustre interior.

The entire dash is made using an assortment of hard-to-touch plastics. It�??s not until you reach the door trims that you find the first hint of any softer materials.

There�??s an attempt to offset the various shades of plastics with a liberal spattering of glossy piano black across the fascia, front door trims (rear doors don�??t get this touch) and centre console, as well as a few matted silver accents, but it still isn�??t a match for the Ralliart�??s hefty price tag.

In fact, price is likely to be the Ralliart�??s real Achilles Heel. It may be cheaper than an Evo, but that doesn�??t mean the Ralliart is a bargain, either. It�??s harder on the pocket than several high-profile rivals such as the $39,490 Mazda 3 MPS, $40,490 Volkswagen Golf GTI and even the $43,990 Subaru WRX Premium.

Thankfully, the value proposition increases a little when you take in the Ralliart�??s host of standard features, such as keyless entry and start, auto headlights and rain-sensing wipers, automatic climate control, Bluetooth phone and music streaming with voice recognition, and alloy sports pedals.

Additional creature comforts include a nine-speaker Rockford Fosgate audio system, electrically operated door mirrors with automatic power-fold function, rear parking sensors and a reversing camera.

However, if you want satellite navigation you�??ll need to tick the optional luxury pack ($3895) that adds a 7-inch touchscreen with voice activated Bluetooth and navigation control, leather seats with front heaters, power driver�??s seat and HID headlamps.

With its large truncated rear-end looking like it might be able to swallow the contents of an entire two-bedroom unit, the Lancer Ralliart Sportback gets a surprisingly small boot area (288 litres) �?" at least with the rear seats in place. Fold them almost flat (via remote levers in the boot) and the load space quadruples.

There�??s plenty of passenger space in the cabin too, with generous amounts of rear legroom for comfortable travel during longer trips.

Safety is well catered for, with the Lancer Ralliart scoring a five-star ANCAP safety rating. Lifesaving inventory includes seven airbags and all the usual active and passive safety kit on top of its full-time all-wheel drive and active centre differential systems.

There�??s a lot to like about the Mitsubishi Lancer Ralliart Sportback: a potent 2.0-litre turbocharged engine, sophisticated all-wheel drive system, fast-shifting twin-clutch transmission and a generous appointment of standard features.

However, the price tag is uncompetitive and that tiny Ralliart badge promises more than this car delivers with its soft-sprung suspension, slow steering and spongy brakes robbing it of its bona fide hot hatch status.

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Kia Cub concept revealed in Seoul

The Kia Cub concept has made its world debut at the Seoul international motor show in Korea, revealing a turbocharged compact four-door �??coupe�??.

Designed in Seoul under the direction of Kia president and chief design officer Peter Schreyer, the sub-4m-long Kia Cub combines a pillar-less mid section and rearward-opening rear doors with a luxuriously trimmed four-seater cabin.

With design influences from the 2007 Kia Kee 2+2 concept, the sleek yellow Kia Cub has a broad wrap-around �??mouth�?? up front, a �??dip�?? in the top of the windshield �?" a theme seen on the Kia Optima, Sportage and Cadenza models �?" and the latest reworking of Schreyer�??s �??tiger nose�?? grille with an integrated air intake for its 150kW/265Nm turbocharged 1.6-litre GDI (gasoline direct injection) engine �?" the same unit in the Australia-bound� Kia pro_cee�??d GT and European-sold� cee�??d GT.

Two-point LED headlights, similar to those on the Kia Quoris, are matched by LED tail-lights, while the front end�??s �??mouth�?? treatment is mirrored out back.

Minimum-drag wing mirrors, automatic touch door handles, 19-inch alloy wheels, aerodynamic �??turning-vanes�?? and a sports stripe complete the exterior highlights.

Inside, yellow stitching and black leather join body-coloured accents around the seats, door armrests and steering wheel �?" the latter capable of monitoring drivers�?? biorhythms.

Continuing the technology theme is the Kia Cub�??s �??Driving Information System�??. Connected to a gesture camera, the unit allows driver�??s to navigate through menus with �??well-defined motions�?�.

Kia senior executive vice-president and COO Thomas Oh, said the new concept has been styled to appeal to �??trend-setting urban dwellers�?�.

�??The new Kia Cub is a compact, four-door coupe created with a clear focus on driving performance and practicality.�?�

Kia says there are no plans to put the Kia Cub concept into volume production.

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Hyundai Genesis Coupe 2013

Hyundai cars are so stout in demand in the world, Hyundai is now home manufacturer from South Korea now merangcang / create Genies Hyundai Coupe. In a presentation on the Genesis Coupe in Korea Speed ​​Festival 2011 in Yeongam, South Korea last week, Hyundai released preliminary details of the sports car is fresh.Starting with the base engine offering 2.0T, Hyundai has added a new twin-scroll turbocharger and intercooler 50 percent larger. Power up 30 percent, from 210 hp to 274. Torque also increases, to 275 lb-ft, all of which are available at just 2000 rpm.In a presentation on the Genesis Coupe in Korea Speed ​​Festival 2011 in Yeongam, South Korea last week, Hyundai released early details about the sports car fresh.all the Hyundai cars available for test track either Track Pack or R-Spec cars, which means that they come equipped with 19-inch wheels with a larger lower profile rubber high performance Bridgestone, stiffer springs (about 10 percent), thicker sway bars (measuring 24 and 20 mm front and rear compared to 23/19 in the standard package) and the 4-piston Brembo brakes with 13.4-inch front rotors and 13-inchHyundai says both engines will be offered with eight-speed automatic transmission, which replaces the 5-speed auto 2.0 liter Turbo 6-speed auto and 3.8-liter V6. Both models are also offered with a 6-speed manual gearbox.

INTERIORAadakah the new Genesis Coupe does not just stop at performance. Inside the cabin materials have been upgraded and is definitely better, although still not going to wow anyone. The biggest change is the redesigned center stack with three-gauge showing fuel economy and temperate oil on both sides, by measuring the center provides real-time output torque on the V6 and increase pressure on the 4-cylinder. Added upgrades including telescoping steering wheel and a blue link telematics system optional on 3.8 Grand Touring models high quality tracks as well as the 2.0T Premium

Fuel economy is up, although not as much as expected. 8-speed automatic gives one mpg on the highway mpg more to rank 20/31 in the 2.0T (21/30 for 6MT). The V6, now moved up one tick in each category on mpg 18/28 for the automatic and 18/27 for the manual.The performance, however, comes at a cost, and all of these improvements have led to a substantial increase for the Genesis Coupe is updated. Entry price now starts at $ 24,250 - up $ 2,000 from the previous. An automatic model will cost $ 25,500 with the R-Spec for $ 1,000 more. If that is what you are after V6, prices ranging from $ 28,750 for the R Spec-track-ready but the stripped-down with a stick shift, with a big bump to $ 32,000 for the automatic model. Price tops out at $ 34,250 - about $ 5,000 less than the Nissan 370Z full.

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Mazda CX-9 2013

Newest again from mazda with fancy-sounding car is the Mazda CX-9, a car designed with polishing and formation of car that looks luxurious and taper, features - features of the CX-9 car Hyundai has increased rapidly in contrast to the previous version, the car there is a quality audio system and satellite navigation system, on the car seat is made with quality materials and comfort when sitting in a chair car feels fresh and safe when driving a car, on the steering wheel features buttons, steering section to simplify the driver.

Veleg car designed with curved motif sporty cars, and the lighting design with luxurious appearance, the car Mazda MZI engine is equipped with a 3.7-liter V6, 6-speed automatic transmission. Completeness I will discuss in more detail after the car trying to look at the features - fitrur available on the Mazda CX-9.

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Bentley SUV to get plug-in hybrid capability

Bentley is on the cusp of approving it luxury SUV to go on-sale in 2015, and according to sales and marketing member of the board Kevin Rose a plug-in hybrid version is a definite.

�??We�??ll probably bring an SUV to market, and that may be the first time we come with a plug-in hybrid,�?� said Rose.

�??That [plug in] is the sort of technology we see would be better for Bentley globally �?� I think because it�??s easier for customers, they don�??t have to do anything different.�?�

Rose confirmed that the company is �??in the final stages of approval�?� adding that �??we�??re very confident that we�??ll get it�?� and that �??if we get the approval anytime now, it takes about two-and-a-half years to bring it into production.�?�

The luxury SUV will be based on the Bentley EXP 9F concept (pictured) that was revealed at the 2012 Goodwood Festival of Speed. Rose cautions that that the concept is �??by no means the final design�?�.

He suggests late 2015 timing for the still-unnamed model, and 2016 for the hybrid.

The hybrid technology will be shared across the VW Group. Not only will the Bentley SUV share its platform with the next generation Volkswagen Touareg, Audi Q7 and Porsche Cayenne, but the hybrid technology, too, will be shared between those models.

�??We envisage that city legislation may become more powerful than federal legislation as pollution become more of an issue,�?� says Rose of the decision to go with a plug-in hybrid model that can run only on battery power for several kilometres.

�??So people will focus on trying to improve air quality in cities�?�.

The sales and marketing chief forecasts 3000-4000 annual sales per year, which would be approximately a 50 per cent increase on Bentley�??s total global sales in 2012.

�??Based on [our figures] all our customers have an SUV anyway,�?� Rose mused.

�??They all have a top-line SUV like a Range Rover�?�

�??When we showed the concept late last year �?" and that�??s by no means the final design �?" we got almost 3000 people who said �??if you bring an SUV, I�??ll buy one�?��?�

Rose says that Bentley is under no pressure from the VW Group to expand, however he confessed that the company is looking at both smaller coupe and larger sedan options to expand the model line-up �?" particularly to satisfy the growing Chinese market.

�??As it happens we have a meeting in the next few weeks where we�??re looking at the trends �?� our customer profiles and their attitudes, and bodystyle trends.

�??We�??ve got to make decisions in the next few months about cars that will come into the market in 2018-19 and so on�?�

�??So we�??re looking forward. We see potential for other lines and potential derivatives of current lines�?��?�

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Ford Ranger XLS: new 4�?4 ute from $48,090

The Ford Ranger XLS has been released, adding a new feature-packed model to the ute�??s already extensive range.

Based on the $46,390 4�?4 XL Double Cab Pick-Up with its 147kW/470Nm 3.2-litre five-cylinder turbo-diesel engine and six-speed manual transmission, the new $48,090 Ford Ranger XLS bridges the gap between entry level XL and mid-spec XLT, with the $1700 premium bringing with it altered exterior touches and improved interior comfort.

Features include a silver radiator grille, front foglights, body-coloured mirror housings, 16-inch alloy wheels, a locking rear differential, and carpeted floor coverings.

Carried over as standard from the Ford Ranger XL to the new XLS are cruise control, power windows and mirrors, remote central locking, 3.5-inch multi-function display, inner and outer tie-down hooks, steering wheel-mounted audio and cruise control buttons, and four-way adjustable driver�??s seat with lumber support.

The five-star ANCAP safety rated Ranger ute also receives driver and front-passenger airbags, side and curtain airbags, dynamic stability control with anti-lock brakes and emergency brake assist, trailer sway control, roll-over mitigation, hill start Assist, hill descent control and load adaptive control �?" the latter providing optimal vehicle stability depending on the load carried.

Automatic headlights, 12-volt auxiliary power sockets and a manually lockable tailgate join the Ranger�??s 3500kg towing capacity� �?"� equal segment leader with the Mazda BT-50 and Holden Colorado.

The Ford Ranger XLS, which takes the number of Ford Ranger variants to 22, will be available from May 2013.

Ford Ranger manufacturer�??s list pricing:

Ford Ranger 4�?4 XL Double Cab Pick-Up 3.2L manual �?" $46,390
Ford Ranger 4�?4 XLS Double Cab Pick-Up 3.2L manual �?" $48,090
Ford Ranger 4�?4 XLT Double Cab Pick-Up 3.2L manual �?" $53,390

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Aston Martin Rapide S Review

The Aston Martin Rapide S is a fine example of how the British luxury car maker likes to confuse the critics �?" insisting this more powerful new boy is the coup de grace to the old 2010 Rapide, while offering up a design that is almost indistinguishable from the original.

It�??s a funny old corner Aston Martin has painted itself into: lauded for creating some of the most startlingly beautiful cars on the road, yet continuously censured for failing to alter that very design.

So while the Aston Martin Rapide S represents a much sharper instrument than its predecessor at essentially the same price (AU$370,800), there�??s no doubt the faultfinders will once again decry the lack of evolutionary DNA built into this revised edition.

It seems Aston Martin likes it this way.

Its Rapide has consistently won the beauty pageant �?" diminishing quicker rivals like the Porsche Panamera Turbo and Ferrari FF by making them look, well, comparatively clunky. Woes betide those naysayers who would want Aston to tinker too far with something so breathtakingly elegant.

Yet subtle aesthetic changes have been made to the latest iteration of Aston�??s most luxurious model and while they�??re scarcely more than the usual nip and tuck of a mid-life update, the effect is nonetheless dramatic.

The Rapide S boasts a much bigger one-piece grille, which looks to have been influenced by Aston�??s limited edition V12 Zagato with its similarly prominent mouth.

And while there are obvious cooling benefits from this design, it�??s also a move by the Brit carmaker to further differentiate between the company�??s four model lines.

It�??s definitely a more imposing look (all the better for it), as is the new ducktail-style boot lid, but apart from a new set of lightweight forged alloy wheels and some extra carbonfibre bits, bodywork remains largely unchanged from the outgoing Rapide.

The interior of the Rapide S sadly misses out on the more contemporary craftsmanship of Aston�??s range-topping Vanquish, although it does look good all the same.

Up front, it�??s difficult to find a more in-touch driving position. The front pews are plunged deep into the car, while the uncluttered sports steering wheel follows suit.

But it�??s not all good news. Despite a five-metre length, rear seat knee room still comes at the expense of that sleek sports car exterior design �?" only tolerable for about an hour per journey despite a highly comfortable seat design.

The Rapide S is hardly the most elegant thing to get in and out of, either. The rear doors are on the small-ish side, and the aperture is smaller still. This could be due to the fact that despite its four doors, the Rapide S is technically a five-door hatch, complete with folding rear seats that reveal a flat cargo floor.

As always with Aston Martin�??s new iterations, the real forward leap is found under the bonnet �?" and the �??S�?? in the new Rapide�??s nameplate denotes a big boost in power from its V12 engine.

The 6.0-litre powerplant has been heavily re-engineered to create the new AM11 engine. About the only thing it shares with the old unit is bore and stroke; pretty much everything else is new.

It�??s also cleaner and more economical, although buyers will likely be a tad more interested in the jump from 350kW to 410kW than fuel consumption gains.

Thanks to a fatter and flatter torque curve, there�??s more low-down response from the engine, especially evident when loading up the throttle when exiting corners.

There�??s an extra 40Nm between idle and 4000rpm and an additional 50Nm of twist on tap at 2500rpm �?" accompanied by even more of that intoxicating Aston V12 engine noise as it erupts from 3500rpm.

Now, where�??s that tunnel, again?

You�??ll need to watch the rev-counter, too, or the Rapide S will spin up to 6750rpm and before you know it you�??ll be bouncing off the rev-limiter �?" far too busy listening to that glorious engine note to shift up in time.

But even with the extra thrust on offer, flat-to-the-floor acceleration still lacks that killer punch you get with the lighter Vanquish, or forced-induction (supercharged or turbocharged) rivals.

It clearly doesn�??t hang about, mind, but ultimately its weight trades brutal acceleration for a creamy-smooth power delivery that�??s easily managed.

The six-speed automatic is likewise smooth and refined, but when you�??re really going for it you�??ll need to hit the Sport button for punchier upshifts.

On our mission across the wonderfully windy roads of our northern Spain test route, use of the paddle shifters was all but mandatory for the Rapide S �?" especially when accompanied by such delicious, bark-like throttle-blips on the rapid-fire downshifts.

Aston has seen fit to further sharpen the Rapide�??s dynamic qualities. Already wonderfully responsive and beautifully balanced in the original, it�??s even better now.

The steering is still cat-like quick and there�??s even more feedback through the steering wheel, if that�??s possible.

It might be billed as a four-door GT car, but make no mistake, the Rapide S is capable of threading endless mountain curves together at supercar pace and without a single momentary loss of traction, at least in the dry.

It feels more planted and significantly more composed under high-speed, late-braking situations. Put that down to the Rapide�??s lower centre of gravity and uprated adaptive damping system.

Its 6.0-litre V12 has been pushed deeper into the engine bay for better crash deformation and engineers have reworked the Bilstein dampers.

The Rapide S also adds a third �??Track�?? mode to the car�??s adaptive damping system and the collective results are indeed impressive.

Its ride/handling balance is just about perfect and a big improvement over the latest Aston Martin DB9 we recently drove in Miami, which had an infinitely firmer ride.

With the suspension set in the default regular mode, the ride comfort is exceptional, with the car ironing out the worst of compressions, while at the same time remaining rock solid and composed.

Even the cobblestoned entrance to our accommodation was largely soaked-up with ample compliance as to remain comfortable.

You would need to be moving at an almighty rate to warrant a switch to the �??Sport�??, let alone �??Track�?? mode, so for most of us there will be simply no need to go beyond the standard setting.

So the Aston Martin Rapide has been improved, but it�??s still best not to think of it as a four-door GT.

Think of it as a beautifully styled, fast and precisely honed sports car that just happens to have room for the kids and their school backpacks.

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McLaren MP4-12C Spider

As well as a marketer of sports cars in Jakarta, Jakarta McLaren was already sell the units sold before the inauguration of their presence in the country. A total of four MP4-12C Spyder was delivered already been sold in Indonesia. Of the four units, as many as two cars were officially purchased, while the rest are still in process.

"Two of our units have been sold, and the other two come in the process of finalization of purchase," said Indradjit Sardjono, Chief Executive Officer of McLaren Jakarta, Sudirman, South Jakarta.
MP4-12C Spyder priced at U.S. $ 740,000 or approximately Rp. 7.1 billion if based on the middle exchange rate of Rp. 9,600 per U.S. dollar. Price does not include road tax and additional accessories.
He is a convertible version of the MP4-12C. Fixed roof hardtop model and can be withdrawn if it is to make the roof open. Speed ​​when the roof is closed still 328 km / h, while if the roof is open then the default maximum speed is 315 km / h.

 McLaren was still maintaining dihedral doors as in the coupe version. The door itself opens to the front as well as the scissor doors, fixed blades on this model is also a little flap door for easy in and out of the driver and passengers.

 
This design was considered more convenient when the car is parked in an area with limited dimensions, unlike the scissor doors that only upward but more narrow to get in and out.
Specification engine with McLaren MP4-12C, which uses an eight-cylinder engine capacity of 3800 cc. Workers who sprayed reach 592 HP at 7,000 rpm with a torque of 601 Nm at 6,000 rpm. 7-speed transmission with dual-clutch automatic adopting.

MP4-12C coupe itself is marketed at a price of U.S. $ 670,000 or approximately Rp. 6.42 billion before taxes. Not only these two units, the leaders call will bring other models in the coming years. (MPA / NRZ / bun)

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Subaru Outback Diesel Automatic Review

The Subaru Outback is the default choice for those that want a spacious, very capable, all-wheel-drive Japanese wagon with solid build quality. Subaru�??s undeniable reputation for durability and reliability is an added bonus.

For a few years now the Subaru Outback has been available with a diesel engine but only ever offered with a manual transmission. Now, for the first time, it will be released as a diesel automatic proposition, addressing the biggest hole in the company�??s lineup.

From the outside the Subaru Outback has never been a looker, but having spent more than three months with our long term Outback test car last year, we can safely say what it lacks in looks, in makes up for in pretty much everything else.

The exterior of the new automatic diesel is identical to the manual diesel variant, with the same bonnet scoop carried over, helping to guide air onto the intercooler for the turbo-diesel engine.

To keep things simple, there are only two variants of the diesel Outback range. The base model starts from $42,490 and comes with 17-inch alloy wheels, a full complement of safety features (including a reversing camera) that give it a maximum five-star ANCAP safety rating, Bluetooth phone connectivity and audio streaming, satellite navigation and dual-zone air-conditioning. The combination is enough to make the entry-level Outback an attractive buy for the price.

However, just $3000 more will get you the Premium spec level which adds an electric sunroof, electro-luminescent gauges and colour LCD information display, full leather seat trim, power driver�??s seat with memory function and rear air conditioning vents �?" the latter a must if you plan on putting kids in the back. Subaru expects the $45,490 Premium model to take the majority of sales for private buyers.

The Outback is a very spacious car, so much so that we managed to fit two weeks worth of travelling gear (for two adults and a baby) into the back, with room to spare. The front seats are comfortable both in standard and leather trim while the rear can easily accommodate two large adults or three when required. Isofix child seat anchors also feature.

The electric park brake has moved from its original position above the driver�??s right knee to the traditional place between driver and passenger, while cabin noise has been reduced by a claimed 6.5 per cent.

The interior is covered in hard but decent-quality plastics that, while making the cabin feel a touch cheap, offer a high level of durability. Our biggest issue with the 2012 model has also been rectified with the updated 2013 model�??s satellite navigation and infotainment system finally able to be properly connected to a smartphone for both Bluetooth audio streaming and telephone connectivity in one go. The system itself uses a bright and easy to read seven-inch screen that, though reasonable, lacks the high-resolution picture display of screens found in some competitors.

The party piece of this model, though, is of course the automatic transmission. We say automatic to avoid confusion but in reality the Outback diesel auto employs a continuously variable transmission (CVT) instead of a regular torque-converter automatic gearbox.

What�??s a CVT? A more detailed explanation can be found here, but briefly, it means that it has a single gear that expands and retracts as required. But does it work with a diesel?

For starters, the Subaru combination of a diesel and a CVT is rare. The interesting aspect here is how Subaru has implemented the CVT system with the diesel powerplant.

In regular driving situations the CVT will act like a normal CVT. It will sit in the right rev band and stay there without any attempts to feel like a �??regular�?? gearbox with individual gears. It can sound odd as it increases speed without �??changing gears�?? but if you plant the accelerator past 65 percent, it will go into what Subaru calls �??step shift control�?? �?" creating seven artificial gears and stepping through them as it accelerates. This makes it feel exactly like a traditional gearbox, but also effectively defeats the benefits of a progressively �??shifting�?? CVT.

The 2.0-litre four-cylinder turbo diesel has a power output of 110kW and delivers 350Nm of torque. Despite weighing a rather hefty 1600kg, the CVT and diesel engine combine for an official fuel economy figure of just 6.5 litres per 100km �?" better than a CVT-equipped petrol-engined Toyota Corolla at 6.6L/100km.

The benefit of a diesel, apart from fuel economy, is pulling power. The Outback is by no means underdone, though it doesn�??t have the torque surge you might expect of a diesel. It has the same torque output as diesel engines from the Germans (Volkswagen Passat Alltrack and Skoda Octavia Scout) but teamed with the CVT, it feels sluggish when overtaking at highway speeds.

Driving at 90km/h and flattening the accelerator for an overtaking manoeuvre might leave you a little unimpressed as the Outback diesel CVT tends to take its time to gain speed. It�??s unlikely to be an issue for most (and still provides more punch than the 2.5-litre petrol), but if you�??re expecting amazing power delivery across the rev range then the 3.6-litre six-cylinder engine might be the go.

On road the Outback is very compliant, absorbing the bumps without bouncing around and is well suited to country roads and, of course, city roads. Steering has been retuned for the MY13 update and is now more precise than before and though there�??s not much feedback coming through the wheel, it�??s light and well suited to the application.

We drove our automatic diesel Subaru Outback test car through multiple dirt and loose surface roads around the outskirts of Wagga Wagga and Gundagai and found it behaved well, settling easily. If you push a lot, it does tend to get a little sideways at times but the car�??s many electronic safety features will quickly jump to your aid and get the car back in shape. With a 213mm ground clearance, it�??s also capable of some basic off-roading when called upon.

Overall the Subaru Outback diesel automatic is destined to do well. It offers a very competent package for a reasonable price. It�??s best compared against its already mentioned German rivals and the more traditional large SUVs such as the Hyundai Santa Fe, Kia Sorento and the ageing and soon to be replaced Nissan Pathfinder and Toyota Kluger.

Subaru offers a three-year unlimited kilometer warranty and there is no extra cost for metallic paint. The Outback does miss out on capped-priced servicing, however, which is offered by some of its competitors.

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