The BMW M3 DTM excited tens of thousands of fans at the DTM season finale at Hockenheim (DE). Dirk Werner (DE) completed two laps on the Hockenheim track in the “BMW M Performance Accessories M3 DTM”, one immediately before the DTM race and one immediately afterwards, together with one Audi and one Mercedes-Benz. The three premium constructors that are involved in the series in future gave the fans on the grandstands and in front of their televisions a first taste of the coming year. BMW Motorsport Director Jens Marquardt said: “This event was something very special for us. Since the early morning there have been clusters of people around our car, and it was simply breathtaking to be able to present our car in front of such a crowd. The reactions to our car were all positive. Today gave us all a lot of extra motivation to present ourselves in top form in half a year’s time at the same venue.” BMW works driver Dirk Werner commented: “It was a great experience to be able to do today’s demonstration laps. Obviously I drove the BMW M3 DTM at the recent tests – but a stage like this really is something special. You could feel the spine tingling atmosphere even in the car.” The new “BMW M Performance Accessories” livery of the BMW M3 DTM had been presented to a few members of the public at the BMW Autohaus Krauth in Heidelberg (DE) on Friday. Around three months earlier, on July 15th, the BMW M3 DTM concept car was officially presented at the BMW Welt in Munich (DE). From 2012 on, BMW will compete in the DTM with three strong teams, the BMW Team Schnitzer, the BMW Team RBM and the BMW Team RMG. The BMW works drivers Andy Priaulx (GB) and Augusto Farfus (BR) have already been confirmed as drivers for the 2012 season. [Source: BMW ] More here:  BMW M3 DTM excites fans in Hockenheim

While the summer road trip has passed, the end of the year brings two major traveling events for a considerable group of American families. With sport utility and crossover vehicles existing as the most trusted form of private transportation, budgeting for the expense of everyday driving, let alone long distance travels, could have new car motorists looking to the revised 2012 Hyundai Tucson. Hyundai’s continuing intent to convince the motoring public the auto company stands for building good cars for a price less than competitors, the 2012 Tucson is the latest reflection of how the South Korean auto manufacturer is attracting the tight pocketbooks of North Americans. Possessing a manufacturer suggested price starting at $19,045 for the front-wheel drive, 5-speed manual GL version, the top-ranked 2012 Tucson Limited with all-wheel drive is obtainable at $26,395. Buyers of the 2012 Hyundai Tucson compact utility vehicle will be able to take five passengers further than ever before thanks to some crucial technical changes. The majority of the 2012 Tucson’s mechanical changes set off to improve the fuel economy of the compact crossover. On the Hyundai Tucson GLS and Limited models for he 2012 model year mating the 2.4 liter Theta II engine with the six-speed automatic Shiftronic gearbox, highway fuel mileage adds an extra mile per gallon traveling distance. The 2012 GLS and Limited models of the Hyundai Tucson achieves 23 miles per gallon city and 32 miles per gallon highway. Owing the additional mileage to low-rolling resistance tires and a cabin climate control setup designed to minimize energy consumption, the 2012 Hyundai Tucson has the leading fuel economy of vehicles in its market segment. Despite the engine being up to 11 horsepower more powerful than the Tucson GL’s 2-liter powerplant, the Hyundai compact crossover vehicle with the larger 2.4 liter engine preserves high fuel efficiency. A departure of thinking from the all-utility persona the crossover vehicles, the 2012 Hyundai Tucson adheres to fuel economy awareness. The traditional allure of designing sport utility and crossover vehicles consisted of rather sinister motivation. In 2004, it was determined that over 52 percent of vehicles produced were classified as light trucks (up from...

The two most recent products launched by BMW’s M division are the 1-Series M and the M5. The M5 is the latest iteration of the super sedan that has been around for years. The 1-Series M, on the other hand, is an all-new product. Before it landed there was a lot of speculation about what it would be called. BMW once produced the M1 mid-engined sports car, and it didn’t want to use that nameplate for its smallest model. That (smart) decision left the door open for a new M1, possibly based on the M1 Concept from 2008. M division head Albert Biermann spoke to Edmunds Inside Line about his desire for M to have its “own car.” M is a strong brand within itself; it would be able to pull off a dedicated performance model. The Mercedes-Benz SLS AMG is an example of this; an exotic car developed exclusively under the AMG banner. Biermann wants it but the logistics just haven’t been able to work out so far: “From an engineering perspective we have the skills and we’d love to do it…we’ve discussed it several times but we’ve never been able to make the business case. Everything we do has to make money.” That is what corporations are all about, isn’t it? Sometimes a brand makes a calculated decision to make a product as an investment – such as Audi with the R8. It most likely makes money, thanks to parts sharing within the VW Group. Even if it didn’t though, it has served as a valuable image builder. There is less of an impetus for BMW to do that – M already has a sterling reputation for performance. An M1 would need to have a new mid-engined platform developed to underpin it. Still, we think BMW should do it though – even if for a limited run of vehicles. Its been a long-time since BMW competed in the upper strata of the sports car segment. Related posts: BMW’s M Division Sees Strong Sales in 2010 5 Easy Steps for Buying a Sports Car 500-Based Abarth Sports Car Coming From Fiat Automoblog.net – A Car Blog for Auto Enthusiasts Read more:  BMW M Division Wants Exclusive Sports Car, New M1 Should Be It

Last we heard from Saab, it had received $60 million in funding from North Street Capital. North Street is a private investment firm based in the United States, and has already made plans to purchase Spyker. Saab secured a loan with North Street because it hadn’t received full payment of the bridge money that was due from Chinese companies Pang Da and Youngman. Not receiving the funding was a big warning flag (like nearly everything else that has happened with Saab lately….) about the viability of the deal. Now we find out the previous agreement has been terminated completely. Instead, Pang Da and Youngman presented Saab with a takeover offer – an outright purchase of all of Saab’s shares. Such a move would likely oust the current management team, and would make Saab a wholly-owned Chinese company. Chief Executive Victor Mueller balked at the offer, leaving Saab in the position it is in today. $60 million from North Street isn’t enough to carry the company through much of anything. Alex Mascioli, managing partner of North Street, says that he loves Saab and supports it. Speaking with Car and Driver , he said: “Victor Muller will stay on as the CEO. We’re confident in him; this was his baby from the very beginning, and he knows what works and what doesn’t. Our role is just to provide the liquidity and the resources and be the number-one cheerleader.” To survive and continue with future product plans, Saab needs a huge investment – try around $750 million. Saab says talks with Pang Da and Youngman on another deal are “continuing” but it likely won’t lead anywhere. Their refusal to invest without full ownership isn’t entirely surprising; Saab is a money-losing entity right now with a lot of baggage. The name still has value, but the main thing the Chinese companies want is intellectual property, which is much more likely to be obtained in a full, outright purchase. Decision on termination of the reorganization process is pending. Saab is appealing the move and asking the court to put a new person in oversight of the reorganization. Unless Saab can pull yet-another rabbit out of its hat, its hard to see where they go from here. Related posts: Saab Receives Funding From Youngman Automotive...

Probably one of the best looking and best performing small wagon’s on the road, the Audi RS3, is pitted against the new BMW 1 Series M Coupe in Fifth Gear’s latest duel. As it seems in some of the most recent vehicle tests, everyone wants their shot to compete against the BMW 1 M Coupe as if it is a performance benchmark. Actually, BMW is known for being the benchmark setter and the new 1 Series M Coupe should be no different since it brings back some of BMW’s light-and-nimble sports car history. Check out how well the 335 horsepower hot hatchbacks fair’s against each other below with Mark Higgins and Tiff Needell at the helm. [source: BMWBlog ] The rest is here: Fifth Gear Video: Audi RS3 vs. BMW 1 Series M Coupe Read the original post: Fifth Gear Video: Audi RS3 vs. BMW 1 Series M Coupe

Jamie Green, driver of the AMG Mercedes C-Class, won the 2011 DTM season finale by 7.6 seconds over Martin Tomczyk of Audi Original post: Mercedes AMG C-Class Driver Jamie Green Wins at Hockenheim

The Mercedes-Benz plant in Tuscaloosa, Alabama will likely produce the all new MLC SUV to rival the BMW X6 The rest is here: Mercedes-Benz Tuscaloosa Plant To Produce New Model

Fifth Gear UK and its famous host Tiff Needell compares the Audi RS3 versus the all-new BMW 1 Series M Coupe. The BMW 1M Coupe and Audi RS3 have two things in common… Power . Each offers an identical 335bhp and 450Nm of torque. However, they are two very different beasts. The Audi’s 2.5-litre five cylinder turbo drives all four wheels via a seven speed dual clutch automatic gearbox. The BMW on the other hand has a 3.0-litre straight six twin-turbo. And it sends all its power to the rear wheels via a good ol’ fashioned six-speed manual. While the 1M is rumored to redline at around 7,000 rpm, the RS3 is able to rev up to 6,800 rpm. The RS3 sprints to 100km/h (62mph) in 4.6 seconds. Top speed is electronically limited to 250km/h (155mph). The compact car weighs in at only 1,575 kilograms (3,472 pounds). On the other hand, the 1M is rumored to run to 62 mph in 4.7 seconds and weigh in at 1611 kg (3,552 pounds). So who takes the win home? This time around, Fifth Gear says….the 1M is 2.9 seconds faster around the same race track. See more here:  Video Fifth Gear – Audi RS3 vs BMW 1 Series M Coupe

To maintain its lead and pull away from the competition, BMW plans to offer a larger model selection in the highly competitive U.S. market. According to new BMWNA CEO Ludwig Willisch, the company will certainly bring the popular BMW X1 across the ocean. “We certainly plan to go with the X1 to America”, said the new North American chief, Ludwig Willisch, to reporters in New York. Currently the German automaker does not offer the smallest of its sports utility vehicles in the United States, yet it’s available for the Canadian market. In Europe, the X1 Sports Activity Vehicle has exceeded all sales expectations and demand for the product is at its highest peak. Willisch, who took up the CEO job in early October. wants the BMW market in the U.S. to offer customers more variety. First move was the introduction of four-cylinder engines across several series, including the 5 Series premium sedan. In the past, the image of a four-cylinder banger did not fit with the aspirations of a premium brand, but Willisch looks at this differently. ‘Americans are only interested in a quick pick-up, so that they can get onto the highway fast. They don’t really care what’s under the hood,’ said Willisch. Moreover, the company is considering bringing more diesel engines into its North American operations, a request that has been popular among BMW owners in the past years. Until recently, BMW offered two diesel models for American customers, the 335d Sedan and the X5 xDrive35d SAV. A third of the X5 sales are attributed to the diesel-powered model. By bringing new models to the market, BMW plans to stay ahead of its classic competitor, Mercede-Benz, and also the fast growing Audi. It remains unknown if the 1 Series Hatchback will ever make it to the North American market. Go here to see the original: BMW model selection in the U.S. will become more diverse

Filed under: Consumer A move to expand the SEAT Young Driver to an even broader audience of potential motorists has been welcomed by Sophie Morgan. The TV presenter and former reality TV contestant on BBC3’s Britain’s Missing Top Model is backing the expansion, which will now include three Ibiza’s kitted out with DSG gearboxes and hand controls, giving young disabled people the chance to learn to drive. Sophie, 26, was paralysed in a car accident at the age of 18. She said: ‘Having had a road accident shortly after passing my driving test, which left me paralysed for life, I wholeheartedly encourage any initiative aiming to help young drivers be better prepared for the road and, accordingly, lower the chance of accidents. ‘I also support and actively encourage the enabling of other young disabled people to drive. The independence and empowerment of having a driving licence cannot be underestimated and it is fantastic that SEAT and Admiral are providing young disabled people with such a valuable experience.’ Now disabled youngsters will be able to learn how to control a car, with guidance by fully qualified instructors in how to steer, accelerate, brake, manoeuvre, reverse and park. Lessons will start at Brent Cross, Birmingham and Sheffield on Thursday 27 October, with plans for 11 more SEAT Young Driver venues nationwide. The venues will have dedicated driver training areas which include roundabouts, junctions, driving and parking zones. Sponsored by Admiral Insurance, more than 25,000 lessons have already been given to young people, including those with disabilities such as autism, Asperger’s Syndrome, profound deafness and visual impairment. It is also believed that the Young Driver could drastically reduce the rate of accidents for 17-21 year old drivers when they eventually tear up their L plates, because they will have far greater experience of the road and other drivers. SEAT Young Driver, Driving for the Disabled launches at Brent Cross Shopping Centre on Thursday 27 October. To book a lesson, or for more details, visit the Young Driver website .   Read the original here: SEAT Young Driver scheme for disabled drivers wins model support See the rest here:  SEAT Young Driver scheme for disabled drivers wins...

The 2012 Fisker Karma (read our drive here )  has finally been EPA certified, which means that Fisker Automotive can begin selling the car to customers. This is great news for the fledgling automaker, but the low fuel-economy numbers of the extended-range electric luxury sedan are being lambasted for being so disappointing. Instead of simply presenting the EPA’s figures and making snarky comparisons between them and the better numbers promised by Fisker when the Karma debuted at the 2009 Detroit auto show , we dug a bit deeper. We studied the Karma’s mechanical specifications to better explain the efficiency gap between it, Fisker’s original claims, and one natural competitor, the conceptually similar Chevrolet Volt . So how “bad” is the Karma’s rating? The EPA’s testing revealed the sedan could travel just 32 miles on electricity alone. During those 32 miles, expect to achieve 52 MPGe combined; both numbers fall short of the Chevrolet Volt’s electric-only range of 35 miles and 94 MPGe. Things go from bad to worse once the Fisker’s 260-hp, turbocharged 2.0-liter four fires up to extend the car’s range. It swills high-test to the tune of 20 mpg combined, barely besting a V-6–powered Ford F-150. The EPA’s numbers are much lower than Fisker Automotive’s early claims of 50 miles of electric-only range and average fuel economy of 100 mpg. Weight is a big factor for the lower numbers. According to Fisker Automotive, the Karma weighs 5300 pounds (the Volt is a relatively svelte 3755). That’s a lot of car to move around—the 2012 Porsche Panamera S hybrid is nearly identical to the Karma in size, price, and performance, but weighs 900 pounds less (and gets 25 mpg combined, but can only travel short distances under electric power alone). Excess pork helps explain why the Karma’s electric range is less than the Volt’s, despite the Fisker’s higher-capacity 20-kWh battery pack. Weight not only hurts the Karma when running in electric-only mode, but in combination with the Karma’s hybrid system layout—yes, the Karma is technically a hybrid—it also decimates the car’s efficiency when the gas engine kicks in. With the gas engine running, the car operates as a series hybrid. This means that the engine powers a generator, which powers...

Filed under: Motorsport This is Audi’s latest DTM challenger , the imaginatively named the A5 DTM. It looks like an Audi A5 , in fact it is an Audi A5, but it’s an A5 with a twist. Audi’s latest motorsport baby is actually a silhouette racer equipped with a screamer of a V8 under the single-skin carbon fibre bonnet. This finely tuned 460bhp racer will be presented to DTM fans at Hockenheim on Sunday by eight-time Le Mans winner and Audi DTM factory driver Tom Kristensen, who’ll be doing a few demo laps to give the assembled crowds a taster of what they can expect in next year’s German touring car championship. While it does resemble the road car (ok, well aside from the huge rear wing and carbon fibre wheel arch extensions) the driver actually sits as far back as the B-pillar and pretty much in the centre of the car, too. We’re willing to bet the new A5 racer will go pretty damn well in the DTM next year given Audi’s touring car and Le Mans credentials – especially with Mr Kristensen at the helm.   Originally posted here: It’s an Audi A5, but not as you know it Original post:  It’s an Audi A5, but not as you know it

Ram Truck has announced that a new special-edition 1500 Mossy Oak edition and two additional trim levels for the mud-slinging Power Wagon will join its lineup for 2012. The Ram 2500 Power Wagon is a capable off-roader and for 2012, two new trim levels are available to bookend the until-now lone SLT model. The first is the Power Wagon ST, with a lower price and less content than the standard Power Wagon. The second is the higher-priced and higher-content Laramie, which, in keeping with other Rams that wear that title, will be the up-level and luxurious Power Wagon iteration. What’s sacrificed from the standard Power Wagon SLT to create the ST? For starters, chrome—and a lot of it. The ST’s grille, bumpers, fender flares, and mirrors are all black plastic instead of the shiny stuff. Continuing the stripped-down vibe, the ST also wears a monochrome paint job. Finally, if you want roof-mounted clearance lights on an ST, be prepared to pay up—the SLT’s badditude-increasing marker lights are optional. Ram is positioning the ST as a lower-cost, fleet-ready Power Wagon and says it will appeal to fire and emergency crews, mining companies, and oil-exploration services. Of course, the Laramie adds to, rather than subtracts from, and as such includes a bevy of goodies and upscale equipment over the SLT. The Laramie gets leather seats, a better audio system, dual-zone air conditioning, and wood graining on the dashboard and door panels. On the outside, the top Power Wagon keeps the SLT’s chrome grille, bumpers, and mirror caps and gains body-color fender flares (the SLT’s flares are painted a contrasting color). As to potential Power Wagon Laramie customers, the press materials only state that the Laramie trim “gives the off-road linebacker a tuxedo.” We think this means that finely dressed football players with a phobia of paved roads will find their automotive meme in the Power Wagon Laramie. Other than the differences in content, the ST and Laramie come loaded with the same off-road-ready gear as the Power Wagon SLT. All Power Wagons get electronic-locking front and rear differentials, electronically disconnecting front sway bar, Bilstein shocks, skid plates, massive 33-inch tires, a custom-built Warn 12,000-pound winch, and are powered by the same 383-hp...

The other issue inherent to electric cars, in addition to their limited range, is how long it takes to recharge them. A “quick” 30-minute recharge could make a big difference for electric car drivers, albeit it’s still longer than a fill-up. And one reason such fast chargers have been slow to appear—other than cost, who pays for them, and how do they become profitable—is that it can be hard to get a bunch of car companies to agree on anything. So when seven automakers agree to a new standard for charging, it sounds like a breakthrough. Except when the rest don’t. That’s what happened last week when Audi, BMW, Ford, General Motors, Mercedes-Benz, Porsche, and Volkswagen all agreed on a standard plug to use for “fast-charging” their electric cars in the United States and Europe. A “fast” charge can recharge an electric car to 80 percent of its full capacity in about a half hour. Charging any more quickly or fully would damage the battery and dramatically reduce its lifespan. The new plugs will use the standard SAE J1772 120/240-volt plug above two pins for fast charging when it’s available. But Nissan, along with Mitsubishi, Tesla, and others, already use a different Japanese standard called ChaDeMo. The Nissan Leaf includes a ChaDeMo-compatible charge port on the SV trim level; it is otherwise optional for $700. (The Leaf has the two chargers side-by-side inside the charge port door on the nose.) There are very few public fast-charge stations installed in the United States, and all so far use ChaDeMo plugs. Now that seven automakers have agreed on a different standard for the United States, Pacific Gas & Electric, which owns the California station, has reportedly shut it down pending certification of the charger by Underwriters Laboratories. This will leave hundreds or thousands of Nissan Leaf and Mitsubishi i drivers without a fast charger to extend a trip from Sacramento to San Francisco. This inconsistency in charger standards is one of the things that stymied the adoption of electric cars in the 1990s. Back then, with every automaker using a different charger plug, no EV driver could count on being able to use any public charger they encountered. So it was impossible to roll out a compatible...

Thanks to the evolutions in cell phones and the boom of mobile tablets, the current consumer marketplace expects a lot from a small package. Translating to automobiles, a new push by all car manufacturers sees the development of compact vehicles receiving the attention and focus once belonging to a crossover or exotic sports car. Upcoming government regulations and even the motivation of auto companies themselves have seen some impressive numbers coming from under 2-liter engines in recent model years. For the 2012 model year, the following four engines are desirable four cylinders that no longer represents a compromise to motorists.   Hyundai Kappa Engine   Besides building up their influence on the North American marketplace, Hyundai is quickly gaining steam as a global automotive player beyond South Korean borders. Striding with the creation of the Tau V-8 utilized on the Genesis and Equus (a powerplant awarded in Ward’s list of the 10 Best engines of 2010), Hyundai’s gained mastery of engine technology was carried down to their entry-level four-cylinder power. Introducing the subcompact Hyundai i20 in 2008 for Asia and Europe, the four-cylinder Kappa engine would be the product of the equivalent of $421 million American investment into creating their most refined, small power unit. Either 1.2 or 1.25 liter in engine displacement, Hyundai’s Kappa in-line four-cylinder engine incorporates many high quality touches including the use of aluminum and stainless steel. The Kappa’s aluminum engine block weighs less than other manufacturers in the compact car class. A double overhead cam powerplant, the valves in the upper area of Hyundai’s Kappa engine actuate with beehive-shaped springs providing lower friction. Also reducing resistance, Kappa powerplant piston rings and skirt are coated with a thin layer of anti-friction material. Acting on reducing common consumer complaints that smaller, compact car engines are generally noisy and run with less finesse than larger powerplants, the Hyundai Kappa powerplant’s work for improving fuel economy also involves improvements for vibration as well as noise reduction. A new belt design and a silent-type timing chain insure driving the Hyundai i10 as well as i20 compacts is refreshingly subtle.  ...