New for 2007 Porsche 911

The 2007 Porsche 911 adds the all-new 911 Turbo and GT3 to its lineup. Highlighted by a 415-horsepower 3.6-liter boxer six-cylinder engine, the GT3 is mated to a six-speed manual with 0 to 62 mph time of 4.3 seconds and a top speed of 193 mph. Riding on standard 19-inch light-alloy “GT3 Design” wheels, the GT3 comes standard with on-demand Traction Control that’s derived from the Carrera GT. The 911 Turbo is powered by a 480-horsepower twin-turbocharged 3.6-liter boxer engine producing 460 lb-ft of torque. With a redesigned electronically controlled all-wheel-drive system, the 911 Turbo can be had with a six-speed manual or the optional Tiptronic S which can accelerate quicker the manual, a first for Porsche. Both the GT3 and 911 Turbo is fitted with the Porsche Active Suspension Management that offers setup modes of Normal and Sports. The Sports mode is a firmer setup and features a Sport button that can boost torque and engine power. The optional Sports Chrono Package in the 911 Turbo features the Sports button that temporarily boosts turbocharger pressure for up to 10 seconds by 2.9 psi, increasing torque by 45 lb-ft.
The beauty of 911 Turbo is the combination of astonishing speed and handling with an easily livable manner. It satisfies the definition of super sports cars and grand tourers simultaneously. Apart from the recent Ferrari 599GTB, I can't think of any other cars have such achievement.

The 997 Turbo is very fast, no question. There are not many cars on this planet can do 0-60mph in 3.8 seconds and 0-100mph under 9 seconds. Ferrari F430 can. Lamborghini Gallardo cannot. Even the mighty 959 supercar is eclipsed by it, although you might ask why the Turbo took 20 years of development to do so.

Porsche's twin-turbo flat-six is very different from its rivals' naturally-aspirated V8 or V10. It sounds subdued, even too quiet for a sports car. But it generates massive torque from very low rpm and carry on until 6000rpm. The wide power band means you don't need to rev it to deliver performance. The VTG turbochargers have virtually no lag. The boxer engine runs smoothly. It does not appear to have any temper, just work quietly and efficiently to push the car forward. No doubt it is a German product.

Handling can be summarized in a few words: massive grip, fool-proof traction, first-class braking, excellent body control and composure. For sure, 911 Turbo is not a lightweight, but it hides its weight very well. Its compact size is a strong card in narrow twisties. Its strong brakes are confidence inspiring, as is the accurate and meaty steering. Rearward weight bias seems totally irrelevant to its excellent dynamic balance, thanks to the 40 years of experience of tuning its suspensions, tires and traction system. Yes, its handling is not as sharp as GT3, but its cornering prowess is equally high and definitely more secured, thanks to the clever 4-wheel-drive system. On wet surfaces or roads you are not familiar with, the Turbo is always the best companion to go with.
On the other hand, the 911 Turbo is also a very comfortable grand tourer. Its PASM adaptive suspensions has the choice of comfort mode and sport mode to suit different purposes. In comfort mode, ride compliance can shame many high-performance grand tourers such as BMW M6 and Aston DB9.

Then there is a spacious cabin, the luxury features (power seats and windows, climate control, sound and navigation system, leather upholstery) and plenty of luggage space (in case you fold down the dog seats). The Turbo is a comfortable long-distance GT.
That said, there is something missing in the car – emotion. Compare to Ferrari F430 or Lamborghini Gallardo, the Porsche turbocharged flat-6 is too civilized in the way it sings and the way it responds to throttle input. It is therefore less inspiring to drive. Ditto the 4WD handling, which is probably too safe. Remove some understeer and add some more feel to the steering will bring more excitement. But then you know Porsche has already got such car – GT3.
As we always know, for pure driving pleasure there is no replacement to a naturally aspirated engine and rear-wheel drive.


PORCHE Active Suspension Management, with normal and sport settings, is standard. A spoiler rises out of the rear body work to reduce lift at high speeds. The convertible's drag coefficient is remarkably low at just 0.31. Two-tone 19-inch alloy wheels show the world the 911 Turbo means business. Like other 911 convertibles, the soft-top roof can be lowered in just 20 seconds at the touch of a button. A standard detachable wind deflector reduces turbulence and noise in the passenger compartment at high speeds, while a lightweight aluminum hard-top is an option. Many interior amenities come standard including automatic climate control, an on-board computer, HomeLink system and 12-speaker Bose surround-sound audio system.Buy used porche 911 here.

BMW X6

Based very closely on the popular X6 Concept, BMW launched the X6 coupe-crossover for the 2009 model year, calling it a "Sport Activity Coupe." Along with the wild exterior comes an all-new twin-turbo V8 that will find its way into other new BMWs in the coming years.


BMW is the first automaker to bring such an SUV to market, although other automakers are said to be planning similar coupe-like utility vehicles. Land Rover, for example, recently unveiled its LRX coupe-crossover concept.

Compared with the concept, very little has changed. In fact, you'll have a hard time noticing any differences at all. The only obvious design tweak was made to the crossover's side windows. On the concept, the B- and C-pillars are not visible, but on the production car they clearly divide up the glass.

Even the X6's complex front fender design made it to production. Each front quarter panel surrounds the entire headlamp, creating a very seamless appearance. The X6's aggressive front fascia is also carried over from the concept, with its large air intakes and stylish fog lamps.

Daring design

As the photos show, the X6 is anything but a conservative design.

The X6's roofline begins arching downward after the B-pillar and continues plunging right to the X6's rising waistline. As a result, second-row headroom and rear cargo volume are both compromised.

The new X6 is longer and lower than the new X5, seating only four. But what the sporty X6 loses in seating and storage, it gains in performance.

Compared to the X5, the X6 has almost an inch of additional wheelbase length, and two inches of added width. The overall height of the X6 is a whopping 3.3 inches lower than that of the X5.

All-new twin-turbocharged V8

The range-topping X6 xDrive50i is propelled by an all-new twin-turbo 4.4-liter V8 unit producing 407 horsepower at 5500 rpm and 446 pound-feet of torque between 1750 rpm and 4500 rpm. The sprint to 62 mph takes just 5.4 seconds and fuel economy is estimated at around 19 mpg (U.S. gallons).

The engine is designed as a replacement to the company's current 4.8-liter naturally-aspirated V8. It is expected to filter into other models like the 5-Series, 6-Series and 7-Series in the near future.

The engine seems to represent the second stage in a shift at BMW from high-displacement naturally-aspirated motors to slightly smaller turbocharged powerplants. BMW's twin-turbo 3.0-liter engine that powers the 335i and 135i has been met with overwhelmingly positive reviews, and it appears BMW is hoping for similar results with its new V8.

BMW's X6, the German automaker's curiously styled four-seat "sports-activity-coupe" crossover, is more than just a new vehicle in a segment made up by BMW's marketing department. The X6 is also a launch pad of sorts for a number of advanced technologies that'll undoubtedly be diffused throughout the rest of the automaker's lineup.

The X6 will come in two variants. The xDrive35i is powered by the now familiar 300-horse, 3.0-liter twin turbo inline-six. But the big stuff what's under the xDrive50i's hood -- a new to the BMW lineup 4.4-liter twin-turbo V-8. Both engine variants are mated to a six-speed automatic with paddle shifters, and as the names imply, come standard with BMW's xDrive all-wheel-drive system that sends 40 percent of the power to the front wheels and 60 percent to the rear under normal driving conditions.

The new V-8 is rated at 400 horses and 450 lb-ft of torque, making it the most powerful engine ever available in a BMW sport/ute, easily topping the x5's 350-horsepower, 4.8-liter naturally aspirated V-8. Engine torque reaches its peak at 1800 rpm and stays there until 4500 rpm, which makes the m3's rev-happy V-8 -- with its 295 lb-ft of torque -- seem puny by comparison. BMW says the engine will propel the X6 from 0 to 60 in just 5.3 seconds -- an impressive number for a vehicle likely to weigh well over two tons and just 0.4 second slower than the 500-horsepower porche. Top speed is electronically limited to 155 mph on 20-inch-wheel-equipped models

Like the twin-turbo inline-six, the new V-8 uses direction fuel injection and two small turbochargers, one for each cylinder bank. The turbo units are innovatively packaged along with catalytic converters in the center of the block between the two cylinder banks. This packaging means reduced pressure losses due to shorter intake and exhaust manifolds, improving engine efficiency. And as with the twin-turbo six, BMW has worked hard to use the setup to help eliminate turbo lag, which will be especially helpful on a vehicle as heavy as the X6.

Mazda Rx7

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The Mazda RX-7 was one of the few classic sports cars to come from Japan. Known for its sleek styling, unique rotary engine and affordable price, the two-door coupe was an instant hit from the moment it was introduced for the 1979 model year.

Mazda's devotion to the Wankel rotary engine is one of the more well-known quirks of the auto industry. Although it is less fuel-efficient than conventional piston engines, the rotary engine has the benefit of being compact and lightweight. These qualities, along with the car's well-tuned chassis and rear-wheel-drive layout, have made the Mazda RX-7 one of the best-handling affordable sports cars ever made.

Through three generations, Mazda made sure that the RX-7 stayed on the cutting edge of design and performance, completely overhauling the car for each model change. Unfortunately, Mazda probably went too far with the final RX-7. Although it was beautiful to look at, the third generation's overall no-compromise performance concept was too extreme, and the car's high price turned off many potential buyers. Sagging sales forced Mazda to stop importing the RX-7 to the North American market just three years into its product cycle.

Though Mazda is currently producing a rotary-powered successor, the four-seat RX-8, many enthusiasts are still hoping the company will bring out an all-new RX-7. Though rumors have floated about, no official plans have been announced.

Mazda's singular goal for the third and final-generation RX-7 was to create a pure sports car. Launched in 1993, this Mazda RX-7 was still a rear-wheel-drive two-door coupe. Available in a single trim, it was powered by a 1.3-liter twin-turbocharged rotary engine that put out 255 horsepower and 217 pound-feet of torque.

The 1993-'95 RX-7 proved to be an impressive all-around performer. It was light, agile and fast. Zero-to-60 times were in the 5-second range. The suspension was tuned for the track, and the RX-7 came with many high-performance features, including a limited-slip differential, four-wheel antilock disc brakes and a five-speed manual transmission. A four-speed automatic was available as an option.

Even though this Mazda RX-7 provided as spirited a drive as anything on the road, it seemed to be too specialized this time around. The suspension was tight, but also too harsh for everyday driving. Mazda didn't offer many luxury options. And with prices in the mid-$30,000s, the RX-7 was also expensive for the time. Sales lagged, and Mazda dropped the coupe from the U.S. market in 1995.

More than a decade later, the last-generation Mazda RX-7 still holds up quite well when compared to more modern sports cars thanks to its exhilarating performance and beautiful styling. Shoppers interested in a used model will want to do plenty of research, however. The twin-turbo rotary's reputation for durability is less than ideal and many RX-7s of this vintage have been driven hard or modified with aftermarket performance parts.

Mazda's intentions with the RX-7 were clear from the very first generation. Sold from 1979-'85, the original RX-7 established the car's DNA as a small, light and fun-to-drive sports coupe. Its 100-hp, 1146cc (1.1-liter) Wankel rotary engine wasn't the most impressive power plant on the market. But a rigid chassis, light curb weight and optimum 50/50 weight distribution gave the RX-7 great handling characteristics. A five-speed manual transmission was standard.

A well-equipped GSL trim was added in 1981, but the first major changes didn't come until the introduction of the GSL-SE trim in 1984. That version replaced the 100-hp engine with a 1.3-liter rotary equipped with fuel injection, producing 135 hp and dropping the coupe's 0-60 time into the high 7s.

Released in 1986, the second-generation Mazda RX-7 was a complete overhaul of the previous model. The 1.3-liter power plant was retained but its output was up to 146 hp. The car had a longer wheelbase and a wider track. And for the first time, it was equipped with an independent rear suspension. Although the car was roughly 150 pounds heavier than the outgoing GSL and had a reputation for being not quite as sharp in terms of handling, it was just as quick. Mazda also offered an optional 2+2 seat layout, but the rear seats were more useful for carrying small cargo than people.

Later that year, Mazda introduced the first RX-7 Turbo, which featured a turbocharged 1.3-liter rotary that made 182 hp. With 0-60-mph time in the low 6-second range, the RX-7 Turbo finally gave the model lineup superior engine performance to go with the car's impressive handling ability.

Capitalizing on the car's popularity, Mazda also released a convertible two-seater in 1988. It was available exclusively with the non-turbo 146-hp engine and a five-speed manual transmission. A year later, Mazda tweaked the rotary engine and bumped the naturally aspirated models up to 160 hp and the Turbo to 200 hp. The convertible was also given the option of a four-speed automatic. After that, the RX-7 remained relatively unchanged until the launch of the third generation in 1993.

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