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I should have got info about this Dodge Magnum wagon

Heavy Hitterz Car & Bike Club was established on the fifteenth of November 2009 with four dedicated members that all had a common interest as well as a common dream. The dream to create a family. Not just any family, but a family that didn’t look at the material things that one has, but what what each and every person holds within. Thats what separates the Heavy Hitterz from any other club there is out. When the word “family” comes into play its meant. After awhile people started seeing this and joined slowly but surely up to this present time which is about 30 members strong. HH is 99% military based with marines and sailors deployed to Afghanistan, on ship, stationed in North Carolina, or right here in Sunny California. We are a legit club that is recognized in the California Car Club Association and participate in a lot of charity car show such as The All American Car Show that gave profits to the Blind or The Toys For Tots show on MCRD. We also do family days, car washes, BBQ, and other events that just exercises the fact that we are all family. We fight, argue, and disagree like any other family, but we protect, look after, and help out just the same. So if you ever see one of us out throw some H H’s up and smile because I guarantee they are doing it right back.

he 2010 X5 M is a 4-door, 5-passenger luxury sport-utility, available in one trim only, the Base.

Upon introduction, the X5 M is equipped with a standard 4.4-liter, V8, 555-horsepower engine that achieves 12-mpg in the city and 17-mpg on the highway. A 6-speed automatic transmission with overdrive is standard.

The 2010 X5 M is all-new for 2010.

The 2010 X6 M is a 4-door, 4-passenger luxury sport-utility, available in one trim only, the Base.

Upon introduction, the X6 M is equipped with a standard 4.4-liter, V8, 555-horsepower, turbo engine that achieves 12-mpg in the city and 17-mpg on the highway. A 6-speed automatic transmission with overdrive is standard.

The 2010 X6 M is all-new for 2010.

Let's just go on ahead and make that much needed volume leader. The great economic collapse of 2009 smashed Mitsubishi in the teeth with a much larger brick than most other manufacturers. Thinks have slightly improved, but their February sales were still down 10 percent, and from an already frighteningly low level. Obviously, something must be done.

Meet the 2011 Mitsubishi Outlander Sport, or as they're calling it in alphanumeric-loving Europe, the ASX. We've covered this particular small crossover pretty extensively already, so here's the U.S. spec deal. It's 15 inches shorter than the Outlander GT. Like its big brother, it gets magnesium paddle shifters. However, they are connected to a CVT instead of Mitsu's sweet dual-clutch gearbox. Now, no one has driven the Outlander Sport yet, and CVTs have gotten massively better in the last few years, so don't bunch your panties up quite yet.

The real upshot of that CVT is the Outlander Sport's 31 mpg highway figure, a right respectable number for a small crossover. In fact, that means the Outlander Sport is competitive with a small CUV we like a whole bunch, the new Hyundai Tucson. Besides the CVT, Mitsu has installed weight-saving plastic front fenders, electric power steering and has sculpted the Outlander Sport down to a admirably slippery 0.33 Cd. The Outlander Sport can also be shifted from front-wheel drive to all-wheel drive and yes, you will be able to order yours in this particularly vibrant shade of show car blue.

The original Kia Sportage was one of the vehicles that led the Korean automaker's initial charge into the American market. Those early SUVs (they were body-on-frame back then) were inexpensive and honest, but that's about the best thing you could say about them. After a near brush with extinction, Kia is a very different kind of automaker today. Like the rest of the company's recent introductions, the Sportage features crisp, aggressive styling that won't leave you embarrassed to be seen in one.

The new Sportage actually had its world debut at the Geneva Motor Show early this month, but the New York Auto Show is considered the crossover's U.S. coming out party, even though it actually showed up at the Atlanta show just recently. Like sister brand Hyundai's new Tucson, the American-spec model gets a new 176 horsepower variable valve timing 2.4-liter inline-four that beats the power and efficiency of the old 2.7-liter V6 with the buyer's choice of manual or automatic six-speed transmissions.

Later in the 2011 model year, the Sportage will finally get some real sport when it gets the new 2.0-liter turbocharged and direct injected inline four that's going into the Optima and Hyundai Sonata. A snazzy looking, 274 hp Sportage? What is this world coming to?

[Source: Kia]

After a quite entertaining piece of both gravity and physiology-defying strangeness from some smiley Cirque de Soleil performers (Infiniti is the official sponsor of Cirque de Soleil), Infiniti's product boss Carlos Tavares took the wraps off the all-new QX56. Based not on the Nissan Armada chassis (like the previous QX56) but instead on the heavy-duty Patrol, the new QX56 is a large, eight passenger "5-Star Luxury" body on frame SUV. That said, Infiniti managed to shed over 100 pound of flab compared to the 2010 QX56.

Speaking of the 2010 iteration, the previous QX56 is roundly regarded as one of the most awkward and ungainly looking luxo-barges, well, ever. In fact, if we were to put together a museum exhibit about the uncontrolled and obnoxious wild excesses of the just-ended SUV craze, the old QX would get top billing right next to a Hummer H2 and the Cadillac Escalade EXT. The new QX56 changes all that. It's world's better looking. We'd even go so far as to state that it has a certain Middle Eastern chic to it. Put it like this: if you had to cruise around your kingdom checking oil wells what would you rather be driving?

Infiniti is billing the QX56 as an eight-passenger private jet. Mr. Tavares must have said the word "luxury" a dozen times in his ten-minute presentation. Judging by our time with the all-new 2011 M37 and M56, we can declare then when they want to, Infiniti is fully capable of building a world-class interior. In the 2011 QX56, even the third-row reclines. Oh, they've also seen fit to stuff seven-inch color displays into the backs of the front head rests.

Hardware-wise, the QX56 is a body-on-frame full-size SUV sporting the same 5.6-liter variable-timing, direct-injection V8 as the M56, although in QX-trim it "only" makes 400 horsepower. However, while Infiniti had no official word on torque, they did explain the new QX56 can tow 8,500 pounds. And the big boy's seven-speed automatic allows it to get an almost, kinda respectable 20 mpg on the highway.

Most noteworthy is the inclusion of a Hydraulic Body Motion Control system that Infiniti claims reduces body roll by 40%. It uses an X-corner fluid distribution system (similar to how the Audi RS4 is suspended) that moves suspension fluid from the left front damper to the right rear, and vice-versa. Infiniti also claims the system is so effective that new QX56 has less body roll than the BMW 5 Series. Either way, the QX56 goes on this sale this summer, starting at the exact same price as the old one, $56,700.

Attention all you small crossover fans out there, now is the time to get excited. Nissan pulled back the curtain on the 2011 Juke and although we've seen it (at the Geneva Motor Show), we're still glad it's here. We're being implored to mention that some of us think the front end has a Pontiac Aztek quality about it. Others ("Hi, Mom!") feel different. Yeah, it's... not normal looking, but we've seen worse. At least it's not derivative. The rest of the Juke's styling, however, is much less controversial. Especially that rear three-quarter view.

Sadly, Nissan has neglected to hold a press conference for the Juke, so we're still not sure exactly how much power this mini-ute is making. For now, we're stuck with the "180+ horsepower and 170+ lb-ft of torque" from its 1.6-liter direct-injected four-cylinder turbo, figures that are cited in the car's press release. There's a manual option for the front drivers, but CVT-only for the torque-vectoring all-wheel-drive versions. As soon as we can track down a Nissan employee with the details, we'll update the post. Until then, chew on this for more details. Also, while this here Juke is a right-hand driver, Nissan will be selling Jukes to us left-seat driving, high-rider loving Yanks come 2011.

We'll come clean. Collectively, we spend an unexpected amount time repeating the following sentence, "As much as I know I shouldn't, I love the BMW X6. I know it's wrong, I know. But it's just a great car." But you know what makes less sense than the X6? The X6 M. That car's stone cold crazy. Therefore we like it even more than the regular flavor SAC (Sports Activity Coupe). Have you met our friend Hamann?

For the 2010 Geneva Motor Show, Hamann brought along its new Tycoon EVO M. And... it's quite bonkers.The 4.4-liter twin-turbo V8 has been pumped up to the tune of 670 horsepower and 576 pound-feet of torque. For comparison's sake, the Lamborghini Murcielago LP670-4 SuperVeloce's mighty 6.5-liter V12 produces 670 hp – exactly the same amount as the Hamann Tycoon EVO M. Crazy, no? Oh, also, the mightiest ever Lambo makes 89 lb-ft of torque less than this mental patient Hamann.

Then there's the little matter of the carbon fiber. Look, we're all for saving precious pounds but keep it real for a minute. Before Hamann got their filthy mitts all over it, the X6 M weighed in at 5,324 pounds. Lord (and Hamann) only knows what it weighs now. And since we're keeping it real, shaving a few pounds off the front end of an over-powered beast like the Tycoon is killing a mouse with the 101st Airborne. In other words, the carbon fiber hood and splitter is nothing but blingy, look-at-me bunting. And since we're ragging on conspicuous displays of too much wealth, Tycoon? Really? That said, we've never seen 23-inch wheels look so perfectly at home.

We could say Volkswagen was tired of making an SUV that ended up being rather expensive – for a VW – after you stuck a few options on it. So in addition to the lost weight, the new Touareg has lost some of the four-wheel drive equipment that made the last one so spendy. This one comes standard with a Torsen limited-slip differential, and then you can order a Terrain Tech Pack that adds the differentials and serious off-road capability that once came standard. That takes fuel economy upward, an boost also helped by the increased curve and lower Cd. VW sold 500,000 units of the previous-gen Touareg and it should do even better with this one.

Show Premiere I:
New Touareg Guides SUV Idea into the Future

Touareg debuts with hybrid drive and high-tech TDI engines
Volkswagen SUV is 208 kilograms lighter and 20 percent more fuel efficient

Wolfsburg/Geneva, March 2010. In a show premiere at the Geneva Motor Show Volkswagen is unveiling the completely redeveloped Touareg − and with it the most technically innovative Volkswagen since the brand has been in existence. This Touareg is reinterpreting the fasci nating idea of a multipurpose SUV in a contemporary way – thanks to its up to 25 percent more fuel efficient engines and a large variety of new assistance and safety systems. The Touareg will be the first Volkswagen to be offered in a hybrid version (V6 TSI plus E-motor).

When the V6 TSI and E-motor operate simultaneously (boosting), this produces a combined power of up to 279 kW /380 PS as measured on a dynamometer, and a torque of maximum 580 Newton-metres. The Touareg Hybrid sets standards among fully off-road capable SUVs with petrol engines with its fuel consumption value of just 8.2 litres fuel per 100 kilometres. It can be driven at speeds of up to 50 km/h in purely electric mode − emissions-free.

Fuel economy and emissions values of the conventionally powered Touareg versions were significantly improved. Consider the V6 FSI, a direct-injection petrol engine with 206 kW /280 PS: With a fuel econo my of 9.9 l/100 km, the powerful 360 Newton-metre 3.6-litre engine consumes a substantial 2.5 litres less than the previous model. This combined fuel consumption corresponds to CO2 emissions of 236 g/km. And that is exactly 60 g/km less than before.

The diesel engines were made more fuel efficient as well. With regard to power, an advanced version of the successful V6 TDI that continues to have 176 kW/240 PS (European version) right at market launch, marks the entry level into the world of the Touareg; the 550 Newton-metre strong turbo-diesel consumes a pioneeringly low 7.4 l/100 km (equivalent to 195 g/km CO2), which is 1.9 litres less than before. CO2 emissions were reduced by 49 g/km compared to the previous Touareg V6 TDI and a respectable 24 g/km compared to the already very good previous model with BlueMotion Technology. Completely new to the Touareg programme is a V8 TDI with 4.2 litres displacement and 250 kW /340 PS.

The combined fuel consumption here – extremely good considering its power and amazing maximum torque of 800 Newton-metres – is 9.1 l/100 km (equivalent to 239 g/km CO2). Engines offered, both diesel and petrol, will vary depending on the specific country.

New era SUV – lighter, more aerodynamic and fuel efficient
As has already been accomplished on the globally successful, smaller SUV, the Tiguan, Volkswagen is systematically striving for sustain ability on the new Touareg too. The first precondition has been met: The weight of the base model Touareg has been reduced by 208 kilograms.

A quantum leap. Yet, the body has five percent greater torsional rigidity, which makes it the leader in its competitive class. The second precondition has also been achieved: Designers attained a significantly improved Cd value. It was reduced from 0.38 to 0.35. Along with aerodynamic refinement measures, another factor at work here is that this Touareg sits lower to the ground than the previous model. This, to gether with a front end in the style of the new Volkswagen Design DNA, results in a smaller frontal area. The third precondition: All engines, now offered with a standard 8-speed automatic transmission – a first in this market segment – demonstrate significant fuel economy advantages over the previous model; in some cases the advantage is far greater than two litres per 100 kilometres.

SUV for all trails – all-wheel drive in two versions
Another element which has been modified in the quest for reduced fuel consumption is the Touareg's standard all-wheel drive. In the base version (4MOTION), all new generation Touaregs have all-wheel drive with Torsen limited-slip differential (4MOTION; 31 degree climbing gradient). Like the Tiguan Track & Field, the Touareg also has an "Offroad driving programme", which − at the press of a button − tunes the ABS, EDS and ASR for off-road duty, activates Hill Descent Assist and adjusts the automatic gearshift points.

Instead of a Torsen differential, the V6 TDI can be ordered with an optional "Terrain Tech Packet" that has an even more rugged transfer case designed for off-road driving. It includes reduction gearing and centre and rear differentials, each with up to 100 percent locking (4XMOTION; 45 degree climbing gradient). Similar to the system on the first Touareg generation, this "4XMotion" also has a rotary switch the driver now uses to adapt the car to specific conditions over five levels:

1. "On-Road";
2. "Off-Road" (like "Off-road driving programme" plus automatic control of the mechanical locks);
3. Low (like "Off-road" plus activation of reduced gearing, higher shift points, no automatic upshift in manual mode);
4. Addition of centre differential lock;
5. Addition of rear differential lock. Equipped like this, the Touareg can conquer a wide range of the Earth's terrains.

SUV for everyday life – more space, more innovations
Volkswagen has not only made the new Touareg lighter, more fuel efficient and an agile performer; it has also made it into an even more versatile, all-round vehicle. The new interior was made more functional, the seats more comfortable and leg room in the rear is increased thanks to a 41 millimetre extension of the wheelbase to 2,893 milli metres. Now the rear bench seat has 160 millimetres in longitudinal adjustment, and the backrest angle can be altered.
Electrically unlatched at the press of a button as an option, it folds down in seconds and frees up 1,642 litres of cargo space. Already standard equipment in the base version is a radio-CD and info system, which is intuitively controlled via a 6.5-inch touch-screen. The radio-navigation system in the top version offers a 60 Gigabyte hard drive and 3D building representation.

The parking brake is now activated by pushbutton. The engine (V6 versions) automatically shuts off at traffic lights and restarts as soon as the driver releases the brake pedal (Stop-Start system). The V6 versions gather valuable kinetic energy during braking and coasting and store it.

The oil dipstick has now been retired: The engine oil level is displayed electronically in this Touareg. As an option, the tailgate can be opened and closed automatically. The Touareg can also be specified with a large panoramic sunroof – the largest ever used on an SUV − to provide maximum light in the cabin even on overcast days.

There are new features in the vehicle's assistance systems too. The innovative "Area View" utilises four cameras situated around the car to transmit an accurate view of the Touareg's surroundings to enhance safety. Also offering protection are up to nine airbags. Lane Assist ensures that the vehicle does not stray from the right path; meanwhile, Side Assist warns of vehicles approaching from the rear when changing lanes. Adaptive Cruise Control (ACC) plus Front Assist can brake the car to a stop in an emergency. ProActive occupant protection, also completely new, networks the assistance systems and ensures that in case of an accident not only are the belts tensioned, but the windows and panoramic sunroof are closed as a function of the vehicle's transverse dynamics.

An absolute world's first: Bi-xenon headlights with Dynamic Light Assist.
This camera-based high beam headlight actually "sees" oncoming traffic and automatically adjusts – via the curve lighting module and individually for each headlight − the high beam to eliminate unwanted glare. The enhanced safety and convenience offered by Dynamic Light Assist is as significant as the introduction of Xenon technology itself once was. In the sum of its properties, the new Touareg is not only one of the most sustainable SUVs in the world, but definitively also one of the safest passenger vehicles of all times.

Touareg – the best of two worlds
About 500,000 car drivers chose to buy the first generation of the Touareg. It is a luxury sport utility vehicle that offers a high level of comfort, sporty driving properties, avant-garde styling, excellent quality and unlimited expedition capabilities – essentially the best of the passenger car and off-road worlds unified in one concept. This legacy is now being continued in the new Touareg – a high-end and versatile all-round vehicle that brings these two worlds together even more perfec tly. The Touareg will be available at dealers as soon as in April of this year.

Porsche's got a lot on the Cayenne line, and having had a look at the new Hybrid and Turbo variants we don't believe they have anything to worry about. The Hybrid is the first from the automaker, but will be just one of five Cayenne trims on offer, and gets you 23-percent better mileage for what is sure to be a hefty premium. Overall system horsepower is 380 horsepower, yet often times you won't even notice it because you'll be "sailing," which is when the drivetrain is decoupled from the engine and happens at speeds up to 97 mph.

Even More Dynamic, Even More Efficient – and for the First Time also with Hybrid Drive

New Porsche Cayenne with Fuel Consumption down by up to 23 per cent
Even more sporting and dynamic, even more fuel-efficient, even more spacious and lighter, pointing into the future of technology and robust in its classic characteristics – the new Cayenne is more of a Porsche than ever before. Led by the Cayenne S Hybrid, the first Porsche with hybrid drive, the new generation of the Cayenne sets the standard in its class in terms of efficiency and performance.

Compared with the former models fuel consumption, for example, is down by up to 23 per cent. Quite simply because the new Cayenne, like every Porsche, has been developed according to the principle of Porsche Intelligent Performance: More power on less fuel, more efficiency and lower CO2 emissions.

The Cayenne is making its European debut on 8 May in no less than five different versions – so that right from the start Porsche offers each and every customer exactly the right model for his personal taste and requirements. The highlight of this change in generations is the world debut of the highly efficient Cayenne S Hybrid consuming a mere 8.2 litres/100 kilometres, equal to 34.4 mpg imp. At the same time the combination of a 333-bhp three-litre supercharged V6 and a 34 kW (47 bhp) synchronous electric motor offers all the performance of an eight-cylinder, with overall system output of 380 bhp (279 kW).

The entry-level model is the 3.6-litre V6 Cayenne. Despite engine output now raised to 300 bhp, fuel consumption in the New European Driving Cycle in combination with optional eight-speed Tiptronic S is down versus the former model by 20 per cent to 9.9 ltr/100 km, equal to 28.5 mpg imp. The Cayenne Diesel*, in turn, with its three-litre V6 delivering maximum output of 240 bhp (176 kW) and peak torque of 550 Newton-metres (406 lb-ft), likewise consumes 20 per cent less fuel than before, in this case 7.4 instead of the former 9.3 ltr/100 km, equal to an improvement from 30.4 to 38.2 mpg imp.

The high-torque Cayenne S with its 4.8-litre V8 likewise shows a significant decrease in fuel consumption, down in this case by 23 per cent to 10.5 litres/100 kilometres, equal to 26.9 mpg imp.

* Cayenne Diesel not available in the USA, Canada, Japan and China.

At the same time engine output is now 400 bhp versus the former 385 bhp, the Cayenne S thus offering a significant improvement in performance, like all models in the new generation.

The same applies to the Cayenne Turbo, with its 4.8-litre V8 biturbo delivering maximum output of 500 bhp (368 kW) and now consuming just 11.5 ltr/100 km (equal to 27.6 mpg imp) in the New European Driving Cycle, again 23 per cent less than the former model (14.9 ltr/ 100 km, equal to 19.0 mpg imp).

This reduction in fuel consumption is attributable, among other things, to the introduction of Porsche's new eight-speed Tiptronic S with Auto Start Stop and the wide spread of gear increments, thermal management on the engine and the transmission cooling, on-board network recuperation, variable engine cut-off in overrun and, not least, intelligent lightweight construction.

Thanks to the combination of materials minimised in weight and changes in the concept of the overall vehicle such as the new, active and extra-light all-wheel drive, overall weight of the Cayenne S, for example, is down by a substantial 180 kg or 397 lb, despite the improvement in product substance and an even higher standard of safety. This has positive results not just in terms of fuel consumption and CO2 emissions, but also when it comes to performance, agility and handling.

Together with the Cayenne S Hybrid, no less than three of the five Cayenne models consume less than ten litres of fuel per 100 kilometres in the New European Driving Cycle, with two models emitting less than 200 grams of CO2 per kilometre. At 193 g/km, the Cayenne S Hybrid is not only the cleanest Cayenne in terms of CO2 emissions, but rather the cleanest model throughout Porsche's entire portfolio.

Porsche Parallel Full Hybrid making its world debut
The Cayenne S Hybrid is Porsche's first production model with hybrid drive. Through its intelligent interaction of a three-litre supercharged V6 power unit and the electric motor, the Cayenne S Hybrid focuses on maximum efficiency from the vehicle's overall driving system. Depending on driving conditions, this is achieved, as the case may be, by only one of the drive systems operating alone, or by both units running at the same time.

In either case, the 34 kW (47 bhp) electric motor is the ideal partner for the 333 bhp supercharged engine with its high torque at low speeds. Together, the two drive units develop maximum system output of 380 bhp and peak torque of 580 Nm/427 lb-ft at just 1,000 rpm, which means the same kind of performance as the Cayenne S with its V8 power unit.

The two drive units are connected to one another by a separator clutch master-minded by the Hybrid Manager. This separator clutch ensures that the Cayenne S Hybrid may be driven either by the electric motor or the combustion engine alone, or by both drive units together. This means that when driving in a more reserved, moderate style – for example in a residential area – the Cayenne S Hybrid may run for a couple of kilometres entirely on electrical power, without any emissions and with minimum noise, even reaching a speed of 60 km/h or close to 40 mph in the process.

To accelerate fast and dynamically, on the other hand, the electric motor provides a boost effect for additional power and traction, intelligent management of the separator clutch keeping the transition between the various hybrid driving modes smooth, comfortable and quick, again to the benefit of the driver.

The hybrid system incorporates a 288 volt nickel metal-hydride battery (NiMh) fitted beneath the luggage compartment, storing electrical energy regained when applying the brakes and driving under regular conditions. This energy is then available for boosting and electric motoring, again saving fuel in the process.

Additional savings potential by "sailing" up to 156 km/h or 97 mph
Using the separator clutch, Porsche hybrid drive also offers further potentials for enhancing fuel economy at high speeds by "sailing": Whenever the Cayenne S Hybrid does not require drive power, the combustion engine is switched off completely when the driver takes back the gas pedal at speeds of up to 156 km/h or 97 mph and is therefore separated from the drivetrain.

This means a significant reduction of fuel consumption at steady speeds on the autobahn, with engine drag forces and their braking effect being eliminated when sailing, thus helping to reduce driving resistance and, as a result, fuel consumption. Then, as soon as the driver presses down the gas pedal in the sailing mode, for example to overtake another vehicle, the combustion engine starts again absolutely smoothly within fractions of a second, revving up to the current speed of the vehicle. Thanks to the Hybrid Manager, therefore, the Cayenne S Hybrid is able to accelerate dynamically in gears even at such higher speeds, in the same way as a Cayenne with a conventional power unit.

New active all-wheel drive with electronically controlled multiple-plate clutch
Porsche has developed active all-wheel-drive for the new Cayenne driving the rear wheels and transmitting power to the front wheels through an electronically controlled, map-based multiple-plate clutch operating as a function of driving conditions.

The two main reasons for choosing this technology were the reduction of weight and the wish to make the new Cayenne even more agile on the road. But at the same time it almost goes without saying that the Cayenne offers all the offroad qualities required by the customer under normal conditions.

This active all-wheel-drive may be supplemented for the first time on request by Porsche's new PTV Plus: Porsche Torque Vectoring Plus uses variable torque distribution on the rear wheels as well as an electronically controlled rear axle differential lock, thus increasing both driving dynamics and stability in bends.

This new hang-on all-wheel drive is featured on the Cayenne, the Cayenne S and the Cayenne Turbo with their high standard of driving dynamics, while the Cayenne Diesel and the Cayenne S Hybrid come with permanent all-wheel drive incorporating a self-locking centre differential.

Superior suspension with various options for enhanced driving dynamics
Once again Porsche's engineers have succeeded in making the outstanding driving characteristics of the Cayenne significantly better – and again, the name of the game is lightweight engineering, with the chassis alone now 33 kg or 73 lb lighter thanks to the consistent use of aluminium.

All versions of the Cayenne with the exception of the Cayenne Turbo come as standard with steel suspension combined for the first time as an option with Porsche Active Suspension Management (PASM). PASM is a highly sophisticated damper system for active, infinite damper control on the front and rear axle, offering the choice of the three Comfort, Normal, and Sport programs.

The Cayenne Turbo features new air suspension and comes with PASM as standard – a combination also available on request on the other models.

On the Cayenne, the Cayenne S and the Cayenne Turbo air suspension and PASM may be further enhanced as an option by PDCC Porsche Dynamic Chassis Control, an active system stabilising the body of the vehicle through dynamic distribution of roll forces.

Design: elegance in a new dimension
The new generation of the Cayenne sets a clear message in its design: even more sporting, even more dynamic, and definitely Porsche at very first sight. Indeed, the all-new, classy design of the new Cayenne makes the new generation even more clearly a member of Porsche's family of sports cars and the Panamera range.

Despite its larger exterior dimensions, the 2010 version of the Cayenne looks a lot more compact and even more dynamic than before. Its particular character of a sports car comes out even more clearly than before from all angles, together with that very special design and shape so typical of a genuine Porsche.

All new models in the Cayenne range share the new headlight graphics unmistakable in every respect, with the additional high-beam headlights positioned in each case on the inside. The close connection to Porsche's overall model family is further accentuated at the rear by the strong and powerful shoulders of the new model. And last but certainly not least, a striking effect is the rear wings flowing to the back and further enhancing the broad shoulders again so typical of a real Porsche.

Interior: the Cayenne world
The first eye-catcher within the newly designed interior is the centre console rising up to the front with its high-rising gearshift lever, giving the interior the looks of a cockpit at the front end. A further decisive design feature is the grab handles on the centre console typical of Porsche but new in design and now featured on all four doors.

The seats in the new Cayenne have also been upgraded, now offering all passengers even greater comfort and, thanks to the wheelbase extended in length by 40 millimetres or almost 1.6", a lot more room on the rear seats. The entire rear-seat bench, finally, moves to and fro by 160 millimetres or 6.3", and the backrest angle may be adjusted by up to 6°.

Over and above the range of instruments already featured, the new Cayenne comes with a 4.8-inch high-resolution TFT colour display in the instrument cluster offering a wide range of display options covering the various set-ups of the vehicle, audio, telephone, navigation, map presentation, on-board computer, tyre pressure control and cruise control functions.

The instrument cluster in the Cayenne S Hybrid differs from that in the other models through a number of technical details giving the driver a genuine experience of the innovative hybrid drive system, also through the instrumentation used.

As a further special feature, the new Cayenne comes with the latest generation of audio and communication systems carried over from the Panamera, offering not just a BOSE®, but also the Burmester® high-end surround sound system.

New assistance systems, some even featured as standard
Porsche offers a wide range of assistance systems for the new generation of the Cayenne, with the PDLS Porsche Dynamic Light System, for example, making its debut in the new model.

PDLS is a further development of the existing xenon lights system and offers not only dynamic and static bending lights, but also, for the first time in the Cayenne, speed-related headlight control with separate light modes for country roads and the autobahn, as well as bad weather lights. The system is standard in the Cayenne Turbo and comes as an option in the other models.

Yet another new feature is the optional Lane Change Assistant (LCA). This driver assistance system monitors the lanes to the right and left of the vehicle up to 70 metres or 230 feet back, including the driver's blind angle. As soon as another vehicle enters the blind angle or approaches rapidly from behind, an LED warning light will light up on the inside of the appropriate exterior mirror, as of a distance of 55 metres or 180 feet. Should the driver then set the direction indicator, he will be warned of the vehicle approaching from behind by the warning light flashing on and off as a clear signal.

The Cayenne comes as standard with automatic cruise control offering extra comfort on long distances by automatically keeping the speed set by the driver in a range from 30 – 240 km/h (19 – 249 mph).

Automatic cruise control with a distance warning function is available as an option. Using radar sensors, ACC monitors the distance to the vehicle ahead, automatically maintains the distance set in advance and, when necessary, applies the brakes should the distance between the two vehicles become too small – if necessary even slowing down the Cayenne to a halt.

Automatic cruise control operates at speeds from 30 – 210 km/h (19 – 130 mph), the stopping power required, as calculated by the system, being provided by PSM actively building up brake pressure.

To set off again after coming to a halt, all the driver has to do is briefly press the control lever or the gas pedal.

ACC also offers a range of functions for enhanced active safety. Whenever the distance from the vehicle ahead becomes too small, for example, the system alerts the brake standby function to shorten the stopping distance required. It also prefills the brake system for an immediate response and gives the driver both a visual and an acoustic warning in dangerous situations, together with an additional brake pulse again alerting the driver to a possible risk.

Despite enduring a string of financial hardships, Land Rover still enjoys one of the clearest and most robust brand identities in the automotive kingdom. The English automaker has held the same core values since the company's first off-roader was created by Maurice Wilks in 1948. Wilks reportedly designed the first Land Rover to emulate a Jeep he had driven, and the first Land Rover prototype actually utilized a chassis borrowed from that legendary American off-roader. And much like Jeep, when you think of Land Rover, the words rugged, purpose-built, and capable are sure to come to mind, but the two storied marques part company when it comes to luxury amenities. England's four-wheeling pride and joy can be found in places like Africa, the Middle East, Australia's Outback and as well as the ritziest precincts of Beverly Hills and Monte Carlo.

While the core identity of Land Rover hasn't deviated much over the years, its product lineup has grown substantially. After Ford purchased Land Rover from BMW in 2000, the brand added the supremely capable LR4 and Range Rover Sport to a struggling lineup. The Sport traces its looks and name to the top-end Range Rover model, but its underpinnings are actually based on the LR4, with an integrated bodyframe semi-monocoque construction for a combination of rough and ready off-roading and good noise isolation characteristics.

The sportiest of Range Rovers has been a solid entry in the luxury mountain climbing segment for a half-decade, but the folks at Land Rover have given the Sport a very thorough update for 2010 to help it live up to fast and flashy new competitors like the Porsche Cayenne and BMW's X5/X6 M twins. We were able to get our hands on a new 2010 Range Rover Sport with the company's new Jaguar-derived supercharged 5.0-liter V8 to see if it's as accomplished on paved streets as it is off-road.

When we say that the Range Rover Sport has been updated for 2010, we mean thoroughly overhauled. It may not look all that different on the outside, but among the upgrades for 2010 are a pair of more powerful engines, a new six-speed automatic transmission and comprehensive – if subtle – alterations to the accommodations. Exterior changes include new, impressive-looking LED-encrusted headlights and taillights that give the Sport a more commanding presence on the road. Other than the new lights, though, the Range Rover Sport looks nearly identical to the model it replaces, which is just fine with us. Range Rover's classic design remains the black tuxedo of the luxury SUV set, with an intrinsically tough-looking stance and manly lines throughout. Our completely loaded Bournville (fancy word for really dark brown) Range Rover Sport carried an MSRP of $82,345 with standard navigation and moonroof, along with every option box checked, including rear-seat DVD, upgraded 20-inch wheels and HD Radio. A hefty price tag to be sure, but is it worth it?

On the inside, we'd say yes... for the most part. Land Rover started with the familial cockpit layout that's become a staple of the marque, along with upgraded materials and a host technological improvements. High-grade leather is present just about anywhere your hand falls and the use of matte finish woods is among the best we've ever seen. Seemingly everybody we transported during our week with the vehicle wanted to touch the trim for themselves, as evidenced by the multitude of fingerprints on the leathery dash. We can't blame anyone for getting a case of the fondles (*ahem*) when sitting in the front seat of the Land Rover, as we can't recall a vehicle with better materials at this (lofty) price point. Land Rover has even swapped out the seats for 2010, and the new, deeper thrones have ample electronic-controlled bolstering to keep your butt planted during aggressive driving.




One of the things we didn't like about past Land Rover interiors was their labyrinthine maze of buttons splayed across the center console. We apparently weren't alone in disliking the button-palooza, as Tata Motors' luxury SUV outfit has cut 50 percent of its overall press-points for 2010, and the remaining switchgear is easy-to-reach and a snap to navigate. And speaking of navigation, our Range Rover Sport tester came standard with a seven-inch touchscreen nav/infotainment unit, a no-brainer for an adventure-ready $82,000 luxury SUV. We'd love to tell you the nav was a hoot to use, but unfortunately, that was far from the case.

For starters, the screen is smaller than the one you can find in other vehicles at half the price, and its slight stature is amplified by the fact that the Range Rover control array is the Spruce Goose of center stacks. We'd be able to overlook this one problem if the system was responsive and easy to use. Again, not so much. Every time we touched the screen, there was a persistent latency between contact and execution of the command. Our fully-loaded tester also came with LR's optional rear-seat entertainment package. When we saw a pair of massive LCD screens embedded into the back of the front seat headrests, we immediately thought the kids were in for a treat. What we didn't anticipate was how big of a headache it was going to be to pop in a DVD for the kids to enjoy while we have our way with the 510 horsepower manwagon.




When it came time to take the family for a ride, we loaded up the kids along with a copy of The Pink Panther. After everyone piled into the gorgeously appointed SUV, Dad opened the glove box to insert the DVD. Nothing there. Maybe the CD slot in the dash doubles as a DVD reader? Nope. Oh, then it must be hiding beneath the center armrest. Again, no. Luckily, we had a 13 year-old in the back seat. Anything back there? Under the seat? Nope. We checked the manual (no mention) and we looked in the trunk. Nothing. After wasting a half hour of our lives, we made a call to editor Paukert for some council. Paukert reminded us that older Range Rovers used to have a small, obscure access panel in the boot above the passenger-side rear tire well.

We ventured outside one more time to take a look, and wouldn't you know it, there was a tiny access panel staring us right in the face. We'd seen the panel before, but assumed that it was just too small to be anything but a fuse box. Unfortunately, we were wrong. Nestled into the panel ever so tightly was a six-DVD changer buried deep into a dark, narrow sarcophagus. After a couple of minutes of jostling, we were able to pry out a flimsy cartridge. The Pink Panther was inserted and the kids re-entered the vehicle. We then fooled around with the LCD interface for five minutes before realizing that we had to labor through the nav interface to turn on each headrest-mounted LCD before playing the DVD. Now we know what it feels like to be Santa Claus at a Philadelphia Eagles game. Needless to say, we subsequently watched the same movie every time the family was in the vehicle, and we're pretty sure the disc was still in the boot when it was picked up. And to think that the rear-seat entertainment package is the most expensive Range Rover Sport option at $2,500. Ouch. Fortunately, the Range Rover Sport was much more enjoyable once we actually started driving.



Getting behind the wheel of a Range Rover Sport is a bit like entering a Brinks truck, albeit a very nicely appointed one. It's hard not to feel invincible from the moment you close the doors with a confidence-inspiring thud and stare out the front window only to revel in your commanding seating position. And those new seats? They're a fitting reward for the driver who plops down 82-large. The chairs are Lazy Boy-comfy but with very respectable bolstering for a 5,900 pound utility vehicle. And as we would soon find out, said bolstering is very welcome given the Range Rover Sport's extraordinarily powerful drivetrain.

The biggest aspect of the Sport's refresh is a pair of completely new powertrains, and we were lucky enough to get the direct injected, supercharged 5.0-liter mill under the bonnet of our tester. With 510 horsepower and 461 pound-feet of thrust, our tester felt more like a supersized sportwagon than a massive SUV. Land Rover claims a 0-60 mph time of 5.9 seconds, and after one stab at the throttle, we can attest to the accuracy of that time. The Eaton-sourced twin-vortex supercharger is 16 percent more efficient than the booster it replaces, giving the RR Sport another 135 ponies (versus the naturally aspirated model) while still passing ULEV2 emissions regulations. The new engines figure to be more reliable, too, and they carry 15,000-mile service intervals, effectively doubling the amount of regal mud bogging between dealer visits. Land Rover went to ZF for its newest transmission, and the HP28 six-speed unit is a very smooth operator. Paddle-shifters were on-hand, but we had no desire to use them more than once thanks to the engine's surplus of torque.



And just because the RR Sport weighs in at nearly three tons doesn't mean that Land Rover has built a sloppy cornerer. LR hasn't obliterated any longstanding laws of physics, but by adding adaptive vehicle dynamics, it's helped bend some rules. The Landie's DampTronic valve tech monitors and optimizes damper pressure 500 times per second, helping even first-time drivers feel confident and controlled behind the wheel. Steering feel has also been improved by stiffening the front suspension's lower arm bushings.

While we certainly couldn't verify Land Rover's claim of 500x per second damping pressure monitoring, we can tell you that the sporty Range Rover feels very surefooted in a wide variety of driving conditions and during aggressive driving. We were pleasantly surprised at how flat this beast is under hard cornering – it's like Land Rover built a tank that was specifically designed for slaloms. Actually, tank-like is a great way to describe the feeling we got when behind the wheel, but not in a laboring, trench warfare way. More like, this is as close as the English could come to duplicating the Abrams Tank while still retaining the driving dynamics of a vehicle much smaller than it really is. The steering is nicely weighted and has some level of feedback, though it won't be confused with a Porsche Cayenne any time soon. The Range Rover's five spoke, 20-inch wheels fill out the wells just fine, and the 14.2-inch ventilated rotors up front and 13.8-inch stoppers at the rear provide enough fade-free stopping power to keep your Land Rover from dancing with bumpers or boulders.



The Land Rover Sport may have the heart of an on-road athlete, but it is constructed to excel off-road even more than it does on pavement. Every Range Rover Sport comes with Land Rover's Terrain Response system; a dial with six settings for varying driving conditions. The driver can select from settings including general driving, sand (new for 2010), rock crawl, mud and ruts, and grass/gravel/snow. The other all-new setting, which is only available on the supercharged model, is Dynamic Program, which tightens steering and body control while also reconfiguring the stability control system for snappier responses. Select this option and Land Rover promises that you'll enjoy a more athletic on-road driving experience. We found Dynamic Program to have improved steering and throttle response, but a single performance-inspired setting does not a 3 Series-fighter make. It does, however, result in a confident-handling luxury SUV. Our favorite setting was the winter detent, because Southeast Michigan received about two inches of snow right when we took delivery of our tester. While the settings didn't cut out sliding and slipping altogether, it did a fantastic job of keeping us on the straight and narrow.

Since our test model had every available option, we were also able to test Land Rover's adaptive cruise control. While we're not huge fans of most adaptive cruise systems, we were very happy that Land Rover has done an excellent job of making the system easy-to-use. If you find yourself slowing down too far from the vehicle in front of you on the highway, simply slick a steering wheel-mounted button to decrease the trailing distance. A five-inch, grayscale LCD located in the gauge cluster shows the driver which setting he or she is using. Keep in mind, though, that unlike some advanced adaptive cruise systems that will bring a vehicle to a complete stop if the radar system senses an object in its direct path, in our experience, Land Rover's system will slow the Sport to about 10 mph. From there, it's up to the driver and those capable brakes to bring the Sport to a complete stop.



On the efficiency front, Land Rover says that the 2010 Sport is more economical than the model it replaces, which is no surprise when considering how thirsty the outgoing model was. Our time with the RR Sport added up to fuel economy of about 13 miles-per-gallon in mixed yet spirited driving. The EPA says you should expect 17 mpg on the highway and 12 mpg in the city, so don't trade in the family Mini just yet.

In the end, it's hard not to love the Range Rover Sport because it remains straightforward in what it promises and diligent in ensuring that those promises are kept. The new model delivers with luxurious appointments and vastly improved performance while honoring a 60-year tradition of off-road capability. Mix in the boxy good looks that come standard on every Gaydon gladiator, and we couldn't help but fall for this Land Rover quite a bit. Okay, so we didn't take our tester on safari, but it did everything we asked of it during our time in the urban jungle. Like us, we suspect that most Range Rover Sport owners won't often take the road less traveled, though we're sure the ability to easily hurdle a cement parking barrier in complete luxury is a fine ability to have should the need ever arise.

[Source: Autoblog]