New Jersey G- Power BMW X6 Typhoon RS Ultimate

Today’s automotive climate is changing rapidly in order to combat the changing climate of the world. With government organizations, consumers and businesses pushing “green” living, the spotlight has turned on the automotive industry and its reputation for less than friendly environmental footprints. A lot of manufacturers are rising to answer the call, and even luxury automobile companies like BMW are getting in on the action.

In order to push greater fuel efficiency and reduced carbon emissions, BMW has latched on to the growing trend of hybrid vehicles. The name of the game is the ActiveHybrid X6, a more efficient and fuel economy-oriented version of the popular X6 BMW make. The vehicle will soon be available at NJ BMW dealerships across the state.

The ActiveHybrid X6 shares its predecessor’s twin-turbocharged 4.4-liter V8 engine but adds two 67 KW electric assistance motors coupled to a seven-speed gearbox and standard xDrive AWD system. Even with its greater efficiency, the ActiveHybrid X6 will weigh in as an extraordinarily powerful vehicle, logging a top speed of 155 mph. Imagine how you would feel maneuvering a car like that off your New Jersey BMW X6 dealer’s lot.

While you get a powerful V8 engine in the mix, the most important benefit of the new ActiveHybrid X6’s engine is the fact that it can run almost two miles on battery power alone, making it a perfect vehicle for driving in congested city centers. And while you have the massive V8 as an option, you won’t even need to use it in a situation where it wouldn’t be able to open up in the first place.

NJ BMW dealerships are also excited about looking to the future. As the nation searches desperately for alternative fuel sources to decrease our reliance on foreign oil, BMW is taking a huge leap forward in efficiency that should help bolster the manufacturer’s already prolific status in the automotive industry. Who says it’s impossible to mix luxury, performance and fuel economy into one neat little package? You will certainly find that combination when you visit your local New Jersey BMW X6 dealer.

I had a spot of luck recently when I was able to test-drive one of these sweet vehicles. I’d ridden in a New Jersey BMW X5 before, but I had never had the opportunity to drive one, nor had I ever been out in an X6. I’ll have to admit, I was a bit skeptical about taking a hybrid vehicle on the road. From what I’d heard, the performance just wasn’t the same as that of a traditional vehicle, and I wasn’t sure about making that transition.

When I did finally enter the dealership and step inside one of these vehicles, I immediately felt more confident about my choice. Taking it out on the open road, I was able to experience the ActiveHybrid X6’s thrilling acceleration, beautiful handling and truly spectacular performance, I was an immediate convert for hybrid vehicles. Even if the reviews of other hybrids are right on target, BMW seems to have gotten it right.

READ MORE - New Jersey G- Power BMW X6 Typhoon RS Ultimate

2010 Audi R8 5.2 V10 FSI Quattro Road Test

A bigger stick for the soft-spoken supercar, and a price to match.

By making available an R8 with a monster 525-hp V-10 engine—complementing the 420-hp V-8 model that was introduced two years ago—Audi has elevated its exotic-looking two-seater from “almost-a-supercar” status to a true competitor in the high-performance realm above mere sports cars.

The 105-hp increase comes from a 5.2-liter, direct-injection V-10 that is virtually identical to the engine found in the Lambor ghini Gallardo LP560-4.

Unique engine programming and intake and exhaust systems are the chief differences in the Audi engine over the Italian job, although both engines are made in the same plant in Hungary.

We’re told that the V-10 weighs just 68 pounds more than the V-8, and that fuel economy with the bigger engine will worsen by only 1 mpg.

Output is listed by Audi at 525 horsepower and 391 pound-feet of torque, 27 horses and seven pound-feet fewer than in the Lambo, but we suspect some of that difference is simply marketing.

With the help of launch control, a first for the R8’s manual transmission, we managed the 0-to-60 dash in 3.7 seconds and a quarter-mile in 11.8 seconds at 121 mph.

That’s a full second quicker in the quarter-mile than we recorded in a manual-transmission V-8 R8 and dead even with a Porsche 911 GT2. This was measured in a down-and-dirty test run during a preview drive in Spain.

Lamborghini owners need not fret that this R8 will steal the Gallardo’s thunder, as the V-10 R8’s numbers are quite a few ticks behind those of the automated-manual LP560-4 we tested in February.

A more formal test with the paddle-shifted transmission should improve our times, but still, we don’t see a lot of cross-shopping between these corporate cousins.

The Lamborghini is a car for extroverts—loud, brash, in your face. The Audi is more of a speak-softly-and-carry-a-big-stick car. The exhaust—quiet during relaxed driving and escalating in volume above 4000 rpm—never fully intrudes on the serenity in the cockpit until you approach the 8700-rpm redline (700 more than the V-8’s and 200 higher than the Lambo’s).

The extra oomph is obvious as soon as the R8 5.2 starts moving, but the power increase hasn’t upset the R8’s user-friendliness and neutral handling. Easy driving is still the name of the game; both models have graceful manners even when driven hard around a track.

Visual differences between V-8 and V-10 R8s are slight. The V-10 model has wider intakes behind the doors, which sit atop wider body sills. In front and back, the black accents are glossy instead of flat, and there are two crossbraces to the air intake rather than three.

The V-10 R8’s exhaust tips are larger and oval-shaped, and this model also sports standard LED lighting, previously an option. The seats, a carry-over from the V-8 model, had us at times wishing for more lateral support.

We’re pleased the R8’s optional ceramic brakes might make it to North America. They’re strong, completely free of fade, and—unlike the on-off brakes in the Gallardo—can actually be modulated for smooth driving.

Audi won’t pinpoint when the V-10 R8 will go on sale or what it will cost. We’ll bet on late this year at the earliest, with a premium of maybe $45,000 over the V-8 R8’s $117,500 base price.

READ MORE - 2010 Audi R8 5.2 V10 FSI Quattro Road Test

2010 Audi R8 5.2 V10 FSI Quattro Road Test

A bigger stick for the soft-spoken supercar, and a price to match.

By making available an R8 with a monster 525-hp V-10 engine—complementing the 420-hp V-8 model that was introduced two years ago—Audi has elevated its exotic-looking two-seater from “almost-a-supercar” status to a true competitor in the high-performance realm above mere sports cars.

The 105-hp increase comes from a 5.2-liter, direct-injection V-10 that is virtually identical to the engine found in the Lambor ghini Gallardo LP560-4.

Unique engine programming and intake and exhaust systems are the chief differences in the Audi engine over the Italian job, although both engines are made in the same plant in Hungary.

We’re told that the V-10 weighs just 68 pounds more than the V-8, and that fuel economy with the bigger engine will worsen by only 1 mpg.

Output is listed by Audi at 525 horsepower and 391 pound-feet of torque, 27 horses and seven pound-feet fewer than in the Lambo, but we suspect some of that difference is simply marketing.

With the help of launch control, a first for the R8’s manual transmission, we managed the 0-to-60 dash in 3.7 seconds and a quarter-mile in 11.8 seconds at 121 mph.

That’s a full second quicker in the quarter-mile than we recorded in a manual-transmission V-8 R8 and dead even with a Porsche 911 GT2. This was measured in a down-and-dirty test run during a preview drive in Spain.

Lamborghini owners need not fret that this R8 will steal the Gallardo’s thunder, as the V-10 R8’s numbers are quite a few ticks behind those of the automated-manual LP560-4 we tested in February.

A more formal test with the paddle-shifted transmission should improve our times, but still, we don’t see a lot of cross-shopping between these corporate cousins.

The Lamborghini is a car for extroverts—loud, brash, in your face. The Audi is more of a speak-softly-and-carry-a-big-stick car. The exhaust—quiet during relaxed driving and escalating in volume above 4000 rpm—never fully intrudes on the serenity in the cockpit until you approach the 8700-rpm redline (700 more than the V-8’s and 200 higher than the Lambo’s).

The extra oomph is obvious as soon as the R8 5.2 starts moving, but the power increase hasn’t upset the R8’s user-friendliness and neutral handling. Easy driving is still the name of the game; both models have graceful manners even when driven hard around a track.

Visual differences between V-8 and V-10 R8s are slight. The V-10 model has wider intakes behind the doors, which sit atop wider body sills. In front and back, the black accents are glossy instead of flat, and there are two crossbraces to the air intake rather than three.

The V-10 R8’s exhaust tips are larger and oval-shaped, and this model also sports standard LED lighting, previously an option. The seats, a carry-over from the V-8 model, had us at times wishing for more lateral support.

We’re pleased the R8’s optional ceramic brakes might make it to North America. They’re strong, completely free of fade, and—unlike the on-off brakes in the Gallardo—can actually be modulated for smooth driving.

Audi won’t pinpoint when the V-10 R8 will go on sale or what it will cost. We’ll bet on late this year at the earliest, with a premium of maybe $45,000 over the V-8 R8’s $117,500 base price.

READ MORE - 2010 Audi R8 5.2 V10 FSI Quattro Road Test

2010 Audi R8 5.2 V10 FSI Quattro Road Test

A bigger stick for the soft-spoken supercar, and a price to match.

By making available an R8 with a monster 525-hp V-10 engine—complementing the 420-hp V-8 model that was introduced two years ago—Audi has elevated its exotic-looking two-seater from “almost-a-supercar” status to a true competitor in the high-performance realm above mere sports cars.

The 105-hp increase comes from a 5.2-liter, direct-injection V-10 that is virtually identical to the engine found in the Lambor ghini Gallardo LP560-4.

Unique engine programming and intake and exhaust systems are the chief differences in the Audi engine over the Italian job, although both engines are made in the same plant in Hungary.

We’re told that the V-10 weighs just 68 pounds more than the V-8, and that fuel economy with the bigger engine will worsen by only 1 mpg.

Output is listed by Audi at 525 horsepower and 391 pound-feet of torque, 27 horses and seven pound-feet fewer than in the Lambo, but we suspect some of that difference is simply marketing.

With the help of launch control, a first for the R8’s manual transmission, we managed the 0-to-60 dash in 3.7 seconds and a quarter-mile in 11.8 seconds at 121 mph.

That’s a full second quicker in the quarter-mile than we recorded in a manual-transmission V-8 R8 and dead even with a Porsche 911 GT2. This was measured in a down-and-dirty test run during a preview drive in Spain.

Lamborghini owners need not fret that this R8 will steal the Gallardo’s thunder, as the V-10 R8’s numbers are quite a few ticks behind those of the automated-manual LP560-4 we tested in February.

A more formal test with the paddle-shifted transmission should improve our times, but still, we don’t see a lot of cross-shopping between these corporate cousins.

The Lamborghini is a car for extroverts—loud, brash, in your face. The Audi is more of a speak-softly-and-carry-a-big-stick car. The exhaust—quiet during relaxed driving and escalating in volume above 4000 rpm—never fully intrudes on the serenity in the cockpit until you approach the 8700-rpm redline (700 more than the V-8’s and 200 higher than the Lambo’s).

The extra oomph is obvious as soon as the R8 5.2 starts moving, but the power increase hasn’t upset the R8’s user-friendliness and neutral handling. Easy driving is still the name of the game; both models have graceful manners even when driven hard around a track.

Visual differences between V-8 and V-10 R8s are slight. The V-10 model has wider intakes behind the doors, which sit atop wider body sills. In front and back, the black accents are glossy instead of flat, and there are two crossbraces to the air intake rather than three.

The V-10 R8’s exhaust tips are larger and oval-shaped, and this model also sports standard LED lighting, previously an option. The seats, a carry-over from the V-8 model, had us at times wishing for more lateral support.

We’re pleased the R8’s optional ceramic brakes might make it to North America. They’re strong, completely free of fade, and—unlike the on-off brakes in the Gallardo—can actually be modulated for smooth driving.

Audi won’t pinpoint when the V-10 R8 will go on sale or what it will cost. We’ll bet on late this year at the earliest, with a premium of maybe $45,000 over the V-8 R8’s $117,500 base price.

READ MORE - 2010 Audi R8 5.2 V10 FSI Quattro Road Test

Aston Martin V12 Vanquish

I did a write up on the Aston Martin V12 Vanquish back in 2007 in relation to the James Bond movie "Die Another Day"
But here is the real world Vanquish.

In 1998, a GT concept car, the Project Vantage, debuted at the North American International Auto Show.
The Vanquish was based on that car.
But the Vanquish S is the real barnstormer.
The Vanquish is powered by a a 5.9 liter 48-valve 60° V12 engine, which puts out 514 horsepower and 425 ft·lbs of torque.
That gave the Vanquish a 0 to 60 time of about 4 seconds and a top speed in the 190-204 mph range.
The base price was around $250,000.

And if that's not enough, Top Speed is reporting the new 2010 Vanquish S may be putting out 550 mph.

READ MORE - Aston Martin V12 Vanquish

Porsche Turbo X50

The Porsche Turbo X50 is a $17,000 option available for the Porsche 996.
The Porsche 996 was a water-cooled version of the famous air-cooled Porsche 911 sports car.
The X50 package boosted the 996 turbo up to 450 horsepower and 457 pounds of torque.
That allowed the X50 to cover the quarter mile in 11.86 seconds at 119.91 mph, and gave it a 0–60 mph time of about 3.6 seconds.
There were also a few modeling changes in the 996, like wider rear wings and different front lights and bumpers from the Porsche Carrera.
The 996 also had large vents on the front bumper, that were used on the Carrera 4S and Cayenne Turbo.

PS:
We're getting rid of our 1988 Jaguar XJ6 Vanden Plas.
Dont have the time to do restoration on it.
If you wanna take a look, her's the link.....
http://greensboro.craigslist.org/cto/1036831907.html

READ MORE - Porsche Turbo X50

2005 Maserati MC12

This land rocket is powered by an Enzo Ferrari-derived V12 engine (the MC12 is also designed and built on the Enzo Ferrari chassis).
The six-liter (366 cu in) delivers 624 horsepower and 481 pounds of torque.
This gives the MC12 a 0-62 time of 3.8 seconds and a quarter mile time of 11.8 seconds at 123.9 mph.
The top speed of the Maserati MC12 is 205 mph.
So what's bad about the MC12?
No trunk, no rear window, no spare tire and no radio.
No trunk, no rear window, no spare tire and no radio? It sounds like the 65 Rambler I used to have.
Anyway, only 50 of these bad boys were made.
And they all pre-sold for around $774193 dollars.

PS:
We're getting rid of our 1988 Jaguar XJ6 Vanden Plas.
Dont have the time to do restoration on it.
If you wanna take a look, her's the link.....
http://greensboro.craigslist.org/cto/1036831907.html

READ MORE - 2005 Maserati MC12

Ferrari F430 F1

Another screamer from the Italian automaker Ferrari.
(What a surprise, Ferrari makes fast cars...LOL)
The Ferrari F430 F1 replaced the Ferrari 360 around 2004.
The engine is a Ferrari/Maserati designed 4.3 L V8 that puts out 483 hp and 343 pounds of torque.
This gives the F430 a top speed of 197 mph, and allows it to blast through the quarter mile at 122.8 mph in 11.7 seconds.
The F430 retails for anywhere from $186,925 to $257,456 in the US.
There have been a few special versions produced like the F430 Spider, the F430 Challenge, the F430 GT2, the F430 GT3, the 430 Scuderia and the Scuderia Spider 16M.
Fuel economy for the F430 is around 11 mpg city, and 16 mpg on the highway.

READ MORE - Ferrari F430 F1