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Soon afterwards communicable its Mercury affinity out in the wild, the aboriginal photo of the 2010 Ford Fusion fabricated its way to the internet, forth with data on the revised powertrain offerings.

A Bold Front

Though abundant of the sheetmetal amid the A- and C-pillars carries over unchanged, the ahead and aft ends of the 2010 Fusion do accept ample corrective changes. The three-bar grille grows beyond and plays into a ample ability appendage on the hood, agnate to the Interceptor abstraction apparent at the 2008 Detroit auto show.

Ford alone showed a buried archetype during our preview, but from what we could tell, change in aback is rather limited. We’re assured hardly beyond taillights (with an absorbing bore pattern) and large, chrome bankrupt tips - even on the amalgam model.

Yeah, that thing’s got a hybrid.

Yes, Virginia, there is a Fusion Hybrid. For 2010, Ford’s adapted the amalgam powertrain from the Escape Amalgam cute-ute to both the Fusion and the Mercury Milan - admitting it’s aswell added a few new appearance for the sedan.

For starters, there’s the affair of the arrangement pack. Yes, it’s still a nickel metal hydride backpack supplied by Sanyo, but allure changes acquiesce it to backpack 20 percent added ability than the Escape’s pack. That’s a cogent feat, because it’s 23 percent lighter and appreciably smaller, acceptance it to constrict in abaft the Fusion’s rear seats.

But the better change lies with the manual itself. Yes, it’s akin to the aforementioned 2.5-liter Atkinson-cycle I-4 begin in the Escape/Mariner hybrids, but the amalgam electric CVT (e-CVT) has been essentially recalibrated. With a affable appropriate foot, drivers will be able of accelerating up to 47 mph in authentic electric mode. An absorbing figure, but Ford promises appropriately agitative numbers if it comes to ammunition economy. The Fusion Amalgam should best the Toyota Camry Amalgam - which already attains 33 mpg in the city-limits - by at atomic 5 mpg.

That may be abundant to allure die-hard hypermilers, but they’ll aswell abatement in adulation with Ford’s SmartGauge apparatus cluster. Consisting of an analog speedometer belted by accompanying high-definition LCD screens, the arrangement can affectation a boundless arrangement of information, including arrangement levels, ammunition abridgement plotting, and more. Perhaps a lot of advantageous is a tachometer which displays a capricious EV-mode “threshold,” allowance drivers accumulate the engine off for as continued as possible

Though a amount of high-horsepower, rear-wheel-drive programs accept been shelved as a aftereffect of the new Corporate Average Ammunition Abridgement mandates, the electric-powered 2009 Mini E may be the aboriginal car developed as a aftereffect of the callous ammunition abridgement standards.

Shortly afterwards the new CAFE law was ratified, BMW Accumulation accustomed a aggregation - accounted ‘Project I’ - to investigate bearing smaller, eco-friendly city-limits vehicles. Though abounding activities aural the skunkworks accumulation are captivated in top-secret, the Mini E - appointed for an addition at November’s 2008 Los Angeles auto appearance - is the aboriginal to be about unveiled.

Each Mini E (there will be 500 in all) begins activity on the aforementioned Oxford, England, accumulation band as its Mini One, Cooper, and Clubman cousins. While those models are ultimately adapted with either a gas or agent engine afore abrogation the factory, Mini E models cycle off the band afterwards any anatomy of motive ability whatsoever.

For that, they’re again alien to Munich, Germany, area scientists aural the Project I labs install the electric powertrain. In abode of the I-4 lies a 150 kW (204 hp) direct-current electric motor, army beyond in the Mini’s engine bay, and powering the foreground auto - afterwards all, it is still a Mini…

The Mini’s diminutive rear seats are again replaced with a behemothic bank of lithium-ion batteries. The three array packs, rated at 35 kilowatt-hours, forward a aggregate 380 volts to the DC motor in front. All three can be answerable via 120 or 220-volt outlets, or with a specially-designed charger - aka the “WallBox” - which comes with anniversary vehicle. Using the WallBox, a full-charge is able in two-and-a-half hours, affairs as little as 28 kilowatt-hours from the electric grid

Seven years afterwards the admission of the 350Z, the Z-car is thoroughly re-worked both central and out for 2009. We’re conceivably aflame a lot of by the automated change active by its classification - ambuscade underhood is the 3.7-liter VQ37VHR V-6 that aswell admiral the Infiniti G37. Nissan’s not appear specs on what the motor produces in Z-tune, but it manages to pump out 330 hp and 270 lb-ft of torque in the G37 - 24 ponies added than the 350Z’s 3.5-liter V-6.

For those who don’t ascend underhood or barge on the throttle, the a lot of arresting change will acceptable be the Z’s new curves. Sure, it still carries the 350Z’s accepted shape, but the car’s anatomy is appreciably different. From what we can tell, the 370Z’s accommodation and close physique curve accomplish the car attending lighter and added affiliated to the aboriginal 240Z.

We hope, however, the 370Z’s autogenous isn’t a footfall aback in time, but a footfall advanced inline with the new 3.7-liter engine. We can’t adjudicator actual feel and superior until we in fact lay our easily on the car, but the autogenous apprehension absolutely looks attractive, what with leather-clad action seats and analogous suede aperture inserts. Though there’s absolutely a few locations copped from the Nissan accumulated locations bin, we’re animated to see the nav arrangement interface from the G37 (and hopefully its automatic iPod interface) yield its abode in the Z.

We’ll apperceive added about the car’s specifications, looks, and feel already Nissan clearly unveils it at the 2009 Los Angeles auto appearance in November - but if you’d like to yield a able at “driving” the car, aces up a archetype of “Need For Speed: Undercover.”

Stay acquainted to Automobile Magazine for all the latest account surrounding the 370Z and the 2009 Los Angeles auto show.

If there’s one French compound we love, it’s this: yield a banal Renault abridgement car, fit it with agrarian bodywork, and admit a able motor in lieu of a rear seat. That action formed wonders for cars like the 5 Turbo and Clio Renault Sport, and it looks as if the new 2009 Renault Megane Trophy, apparent at this week’s Paris motor show, will be no exception.

We’ll accord Renault some acclaim - we were assured to see the new Megane, absolutely restyled and re-worked for 2009, but we weren’t assured to see this. And how could we not? With a clue as advanced as the Champs-Elysees and an acutely chopped roofline, the Megane Trophy has the beheld gravitas of a accurate sports car - or at atomic its 5 Turbo ancestor.

It does, thankfully, backpack some achievement accreditation to match. Behind the cockpit lies a Nissan-sourced 3.5-liter V-6, acquainted to the key of some 360 hp. Renault claims that 30-hp addition comes address of forced-air induction, which is ducted through a beat army just aloft the windshield.

Incredibly, Renault says the Megane Trophy can about-face agnate lap times to a Porsche 911 GT3, but we may never see for ourselves. The Megane Trophy will be relegated to Renault’s one-make Eurocup Megane Trophy alternation - and while that may accomplish for some absorbing spec-racing, we’d adulation to see one of these mix it up with a GT3 out at Le Mans.

Last year, afterwards against Volkswagen Group architecture arch Walter de’Silva’s affirmation that Audi’s A5 is his best-ever design, we went on to affirm that he had absolutely created a admirable car. Just how admirable has been antiseptic by seeing A5s on the road, but no one absolutely absolutely appreciates the superior of its absolute architecture afore active it.

The aboriginal point of acknowledgment comes if you access the car, award it bigger and added abundant than it seemed in changeless auto-show conditions. The additional comes if you accessible the aperture to acquisition one of the best interiors offered today, for any car at any price. Audis accept had accomplished interiors for abounding years, but the A5 surpasses antecedent models. A disciplinarian senses that a appropriate accomplishment was fabricated just to amuse him, yet passengers, too, are flattered by the basement abundance and the accessible affliction in accumulating the details. This is acutely a car fabricated for traveling places, a accurate admirable tourer.

Everything one touches feels acceptable to the fingers. Tactile acknowledgment is too generally abandoned in car design, but while traveling in an A5, one could absorb hours acclaim caressing its controls, its armrests, even its ample bench contours. It helps that actuating the knobs and buttons is smooth, precise, and physically satisfying. The alone added car as tactilely adorable is an earlier pre-German Rolls-Royce, with its few but altogether accomplished organ-stop aperture knobs and able atramentous council wheel.

The exoteric is not arch and amateur aloft added cars, but it is alluringly handsome and added affecting in anatomy than antecedent Audis. Germanic accuracy is accurately choleric by Latin romanticism. The key band on the exoteric is the aciculate apparent breach active from the high alien headlamp bend to the agnate point on the taillight, cautiously ascent aloft anniversary wheel. It is complemented by the ascent band on the flanks that carries through the rear caster aperture and sweeps about the aback of the car to ascertain the bumper.

All U.S.-spec A5s affection Quattro all-wheel drive, so they’re decidedly acceptable in bad acclimate situations, authoritative them accomplished choices in abundant of the United States, not to acknowledgment arctic Europe. Whether adverse snow and ice or not, the elegance, stability, and arduous beheld attendance of the A5 are adorable to owners. For us, it is a bright Architecture of the Year winner.

VANCOUVER, British Columbia — It’s tough playing second fiddle to a fire-breathing, rally-bred superstar like the Subaru WRX STi. The Impreza WRX has always been a trusty sedan with the utility to slog its way through brutal winters, but with 81 fewer horses than the STi—more than a Smart car’s worth of stallions—if you wanted brutal thrust, there was only one game in town.

Well, that’s changed a bit now.
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NEW YORK — Last year, there was only one flavor of Dodge Challenger available­—the raucous SRT8 version packing 425 hp from a 6.1-liter Hemi V8 and five-speed automatic transmission. It was quick, loaded with equipment and expensive—since Dodge built only 6400 cars. For the 2009 Dodge Challenger, we have three flavors and five powertrains to choose from, including the fuel-sipping SE model, the R/T with the “small” 5.7-liter Hemi engine, and, of course, the aforementioned SRT8, which returns with the option of a six-speed manual. Giddyap. —Jim McCraw

The Specs

The new entry-level SE Challenger, powered by the well-proven 3.5-liter V6 engine, churns out 250 hp and 250 lb.-ft. of torque, backed by a four-speed automatic. This combination is rated at 18 mpg city and 25 mpg highway even without a more desirable fifth or sixth gear to boost the highway mileage. And with a 0-to-60 time of only 7.8 seconds, this might be a very popular choice in these days of high-priced fuel. The SE is distinguished by its smooth body, no SE identifiers on the front or rear end, no rear spoiler, and simple five-spoke alloy wheels mounting P215/65R-17 tires. In other words, the look is clean. And SE prices start at a mere $21,995.
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Fiat’s UK unit has introduced a ‘crossover’ version of its Panda model line, claiming the Cross, priced at GBP11,995 (about $24,000) is the most inexpensive new diesel 4×4 available here.

The new version combines the acclaimed 1.3 16v MultiJet turbodiesel engine (also used in some GM Europe models) with the standard Panda 4×4’s permanent four-wheel drive system and a major restyle.

New round light units front and rear, larger side protection strips in contrasting colours, roof-bars, 15-inch alloy wheels and new bumpers all give a ‘mini-off-roader’ look and there is also new two-tone interior trim.

The four-wheel drive system has a viscous coupling and electronic differential lock.

Standard equipment includes ESP, air conditioning,  steering wheel audio controls and electric power steering. One new colour is available, Rain Dance Green, which joins the existing Goa Orange, Cumbia Beige and Crossover Black.

The little 1.3 Multijet diesel is known for its fuel economy - this version gets 54.3 miles per gallon on the EU combined test cycle. CO2 output is 136 g/km.

* London Motor Show preview for exciting new Ford Focus RS
* Genuine RS performance with 300PS
* Quaife Automatic Torque Biasing limited-slip differential and innovative ‘RevoKnuckle’, for assured handling and traction
* Expressive design exudes high performance intent

The legendary Ford RS performance car brand is returning in the shape of the exciting new Ford Focus RS, which will be previewed on July 22 at the 2008 London International Motor Show.

The new Focus RS will go on sale in early 2009 and is being created by a small team of dedicated engineers, under the direction of Jost Capito, Ford of Europe’s Vehicle Line Director for Performance Vehicles.

For performance road car enthusiasts, the new model will mark a welcome return for the Ford RS badge. This will be the second Focus model to carry the RS mantle and promises another exciting chapter in an exciting 40-year story that began in Germany in the late 1960s and gained momentum across Europe with the launch of the 1970 Escort RS1600.

Capito said: “We want the new Focus RS to be a serious high performance car – as much a car for driving enthusiasts as the one before it and classic Ford RS models of the past. We’re staying true to the core RS principles of an exciting, yet affordable performance road car you can live with every day.”

Authentic RS presence and style

Before it even turns a wheel, the new Focus RS exudes the presence, sporty style and lowered, ‘meaner’ appearance expected of a genuine Ford RS. Overt performance styling details mix with subtle revisions to create a planted, powerful stance and the promise of an exciting drive.

The London show car previews the design intent for a final production vehicle, though as development work continues, some final details may change before volume production begins.

The vehicle is finished in a special bright green paint with inlaid metallic flake, a striking, modern interpretation of the 1970s Le Mans Green of the Escort RS1600 era.

The vibrant exterior colour is contrasted with a number of performance styling details highlighted in gloss ‘piano black’, including the strip at the leading edge of the bonnet, the deep housings for the integrated front fog lamps and door mirrors with integrated side indicators.

Front and rear quarter panels have been revised to incorporate wider wheel arches and a wider track, complemented by revised, deeper side rocker mouldings. In another visual reminder of the car’s performance potential, triangular, RS-badged vents sit behind the front wheel arches. Two classic-style bonnet louvres are both a styling hint at the power beneath and a practical requirement, maintaining correct system temperatures.

The completely new front bumper design for Focus RS incorporates a deep front airdam with a large, mesh lower grille in an extended trapezoid. Stylish and practical, this prominent feature represents the latest Ford ‘kinetic design’ face and also is finished in piano black. Above, chromed xenon headlamps stand out like cat’s eyes and are framed by matt-black housings with unique additional vents running underneath.

At the rear, a deep new rear bumper incorporates a large venturi tunnel to its lower edge with small vents at each corner of the bumper, emphasizing the car’s width. Two impressive chromed exhaust tailpipes sit each side of the black venturi, creating a purposeful rear view for the car.

Above, a unique, twin-element, black RS rear spoiler sits at the Focus RS’ roofline, echoing both RS models of the past and the World Rally-winning Focus WRC that has been its inspiration.

“We believe it’s vitally important that a Focus RS looks like both a Focus and an RS – it needs to be individual, distinctive and overt in its performance styling, but it also needs to show a clear progression from and relationship to Focus ST”, said Stefan Lamm, Chief Exterior Designer, Ford of Europe.

High performance interior

Inside, this theme continues with a unique and appropriately performance-oriented interior, dominated by bespoke, sculpted Recaro high-performance sports seats, specially designed and trimmed for excellent support, even when driving enthusiastically. Each is colour-matched to the exterior, with ebony leather accents and ‘RS’ and ‘Recaro’ logos stitched into each backrest.

Elsewhere, colour brings new excitement to the Focus interior, building on the sporty interior theme of Focus ST with more use of accents matched to the exterior colour, brushed aluminium highlights and overt performance styling. Even the rear seats feature higher side bolsters and a microfibre finish to echo those up front.

The centre console is finished in a stylish gloss, carbon-look trim and metallic highlights abound, from air vents, door grab handles, switchgear and gearshift surround, to unique RS-branded scuff plates on the door sills. These highlights contrast with a black-trimmed roof lining, emphasising the sporty, cockpit feel.

The driver is reminded this is a special Focus at every touch, with a gear lever finished with a six speed gear shift graphic in RS blue, a sporty, three-spoke steering wheel, finished with ‘Ford’ and ‘RS’ logos and even aluminium foot pedals. The performance driving environment is completed by three additional gauges from the Focus ST, including turbo boost pressure, sitting atop the centre console and angled toward the driver’s eyeline.

Powerful RS heart

At the heart of the all-new Focus RS is a specially developed, turbocharged version of the Duratec 2.5-litre 5-cylinder engine. Significantly revised for high performance, this powerplant is targeting an impressive power output of 300PS and over 410Nm of torque, contributing to an excellent power-to-weight ratio.

Such significant increases are not simply the result of altering engine management or boost pressure: starting with the Duratec 2.5-litre block, Ford RS engineers developed unique camshafts, a revised cylinder head and gasket and revised intake and exhaust manifold system for the car.

Although the car is still in development, prior to its launch in early 2009, early performance testing indicates a 0-100km/h (0-62mph) time of under six seconds.

A traction ‘Revo’-lution

Throughout Focus RS’ development, Capito and his team have been keeping a sharp focus on creating a car that delivers excellent performance and traction.

Various innovations, developed as a result of customer feedback from previous performance Fords, have allowed engineers to keep the new Focus RS as front-wheel drive, with a limited-slip differential, while still achieving demanding targets for traction, handling and steering.

The new Ford Focus RS is equipped with an innovative front suspension system known as a ‘RevoKnuckle’, which is designed to reduce unwanted steering disturbance and torque steer, the impact of torque on steering in front-wheel driven vehicles. Torque steer occurs during hard acceleration, cornering or driving on uneven surfaces, when torque on the driven wheels exceeds grips levels. It is characterised by sudden turning force on the steering wheel and can be exacerbated by vehicles with wide tyres and limited-slip differentials.

In Focus RS, the RevoKnuckle works in conjunction with a Quaife Automatic Torque Biasing limited-slip differential. Ford Team RS engineers have worked closely with Ford’s Advanced Research Centre in Aachen, Germany to develop the RevoKnuckle technology specifically for the high performance Focus RS. It allows the simplicity of a traditional McPherson strut arrangement, but with geometry settings that minimize steering disturbances and torque steer, principally a reduction in steering offset.

“The Ford Focus is an excellent base for a high performance car – agile, responsive and stable,” explained Capito. “We studied at length how best to enhance these qualities for a high performance model. Our work has shown clearly that our approach in combining a tuned RevoKnuckle with the Quaife differential is an ideal solution for a high performance front-wheel-drive road car like Focus RS.

“As you would expect, we gave all-wheel-drive careful consideration, but by combining and tuning these elements and learning from Ford’s expertise in industry-leading handling, we have managed to eliminate the weight of AWD from the car and still have been able to target a class-leading balance of traction, handling and performance.

“The result is a lightweight set-up, that will deliver the right blend of traction and razor sharp controllability – in a way no one would have expected from front-wheel-drive, and we believe we have made the right choice,” Capito concluded.

Dynamic, agile and responsive

A genuine Focus RS must maintain and enhance the reputation for responsive, precise handling for which Focus is acclaimed and considerable engineering effort has ensured that the new Focus RS will do just that.

Driving quality developments for Focus RS include a 40mm wider track, stronger, longer driveshafts, revised springs and dampers and a thicker, longer rear anti-roll bar. At the same time, the steering system has been retuned to provide an even sharper steering response and very precise feedback.

Brakes also have been uprated, with 336mm ventilated front discs and 300mm rear discs generating vice-like stopping power on road or track. Large calipers peek out from behind unique 19-inch wheels, wrapped in 235/35 low profile Continental tyres.

A special version of Ford’s ESP system has also been developed for Focus RS, designed to allow a very sporty driving style before activating. Intensive work to refine the natural handling abilities of the car has allowed the ESP system to carry a full de-activation option for enthusiast drivers and especially for track use.

“We are refining all the handling characteristics of Focus RS without ESP, to hone its natural responses, rather than use ESP to help its handling. In Focus RS, ESP is a pure safety device”, explained Capito.

Reliable and durable

In creating the new Focus RS, Ford’s Team RS engineers have had to meet the same stringent targets for durability and reliability as those set for the rest of the Focus range.

Despite its many bespoke engineering and styling elements, Focus RS will be built entirely on the main Focus production line in Saarlouis, Germany and offered with a standard Ford of Europe warranty.

A great heritage

The new Focus RS represents a significant moment in the heritage of both the Focus and Ford RS brands.

It is 10 years since the Ford Focus was first revealed to the world at the Geneva Motor Show in 1998, paving the way for a range of Ford vehicles whose exciting design was matched by class-leading driving quality. Since this time, more than 5.3 million Ford Focus models have been built in Europe, including Russia, with the car also built and sold in North America and Asia.

At the same time, the new Focus RS marks the return of the famous but rare Ford RS badge, last seen on the first-generation Focus RS in 2002 and with a distinguished heritage stretching back 38 years including Fiesta, Escort and Sierra models.

“RS is uniquely important to us in terms of our performance heritage and World Rally Championship success, while the Focus has played a major part in establishing Ford’s excellent reputation for driving dynamics,” said John Fleming, Ford of Europe President and CEO. “The all-new Focus RS will embrace and celebrate both of these – it will be a genuine RS and a genuine Focus and I’m confident it won’t disappoint in either area”.

Mazda North American Operations (MNAO) today announced pricing for the 2009 MAZDA6 sports sedan will start at $18,550 for a MAZDA6 i SV, equipped with a 170-horsepower 2.5-liter I-4 engine and a six-speed manual transmission.  Pricing for the 2009 MAZDA6 s, powered by a 273-horsepower V6 engine and six-speed Sport AT automatic transmission begins at $24,130.  Destination charges for all 2009 model-year Mazda vehicles are $670, $715 in Alaska.  The 2009 MAZDA6 will be available at dealers across the U. S. starting in late August, 2008. The highly anticipated 2009 MAZDA6 is the first of Mazda’s “Zoom-Zoom Evolution” second-generation vehicles, building on a heritage of sports sedans and sports cars that no other manufacturer can boast, and bringing a combination of sports sedan, sophistication, build quality and product insight not currently found in the market.

“This is the most important new vehicle Mazda has launched in a decade,” said Jim O’Sullivan, president and CEO, MNAO.  “Bringing any new car to market at a competitive price has always been critical, but seldom more-so than today.  Customers are looking for that rare combination of style, dynamics, economy and a great price, and the all-new 2009 MAZDA6 delivers on all levels.”

The 2009 MAZDA6 will be available as a four-door sedan and in four trim levels: SV (I-4 models only), Sport, Touring and Grand Touring, and with varying levels of standard and optional equipment.    All models, regardless of engine or trim grade, will include as standard equipment: air-conditioning, power windows, mirrors and door locks, anti-lock brakes (ABS), dynamic stability control, traction control, frontal and seat-mounted airbags for driver and front passenger, side air-curtain airbags for front and rear seat passengers and a tire-pressure monitoring system.

Power for the 2009 MAZDA6 will be available from an all-new Mazda-designed and developed MZR 170-horsepower 2.5-liter four-cylinder engine and a 273-horsepower 3.7-liter V6, as used in the 2008 CX-9, Motor Trend’s 2008 Sport/Utility of the Year and the 2008 North American Truck of the Year.  Transmission choices are a six-speed manual or five-speed Sport AT automatic with manual-shift mode (2.5-liter engine) or a six-speed Sport AT automatic with manual-shift mode (3.7-liter V6). I-4 models equipped with the Sport AT are certified at the ultra-clean SULEV level, and PZEV in California-emission states.  All V6 models meet ULEV standards for all 50 states.

As it has been since the first MAZDA6 launched in 2002, all North American MAZDA6s will continue to be built at AutoAlliance International, in Flat Rock, Mich, a joint venture with partner Ford Motor Company.