Audi R8

The car has a 420 horsepower high-revving V8 engine and all-wheel-drive. It uses the mid-engine Lamborghini Gallardo platform and costs $114,200, positioning it squarely against the BMW M6, Porsche 911, and Aston Martin Vantage.
The car features a choice of LED or Xenon headlamps surrounded by LED running lights and indicators. LEDs are also used in the engine bay to make the impressive V8 visible even at night.
Both a standard manual and an automated manual transmission are offered. Claimed zero to 62 mph time is 4.6 seconds, though this number is likely conservative.
interior
The interior has a driver-oriented cockpit architecture, integrating the driver between the dashboard and the high centre console. The instrument panel above the console is angled slightly towards the driver. The flat-bottomed steering wheel is a typical feature of the sportiest Audi models, and also enables comfortable sports car entry and exit.

The sports seats are trimmed as standard in a Leather/Alcantara combination, or optionally in full leather. Alternatively, the R8 can also be fitted with bucket seats, specially developed by quattro GmbH. There is plenty of room for the two occupants, with comfort levels well beyond the norm of high-performance sports cars. There is space behind the seats to stow large bags, or even two golf bags. The luggage compartment at the front has a capacity of 100 litres.

With numerous trim variants and applications in Piano finish or Carbon sigma, there are few limits to the range of customisation options for the interior.

The drivetrain

At 7,800 rpm the 4.2-litre engine delivers 309 kW (420 bhp) of power output. Peak torque is 430 Newton-metres from 4.500 to 6,000 rpm. And no less than 90 per cent of this maximum torque is maintained consistently throughout a wide engine speed range from 3,500 all the way to 7,600 rpm. As a result of these qualities, the eight-cylinder power unit provides ample thrust in most driving situation.

The engine is a high-revving unit. The maximum engine speed is 8,250 rpm. Two transmissions are available: a manual 6-speed gearbox or optionally the Audi R tronic sequential-shift gearbox, with a joystick gear-shift on the centre console and, most especially, the paddles mounted on the steering wheel. 'Shift by wire' technology provides for very fast gear-shifting and an outstanding power-to-weight ratio, allied to compact gearbox dimensions. The Sport mode, with its fast shifting, guarantees the absolute maximum in terms of driving fun. An automatic mode can also be selected.
The car is fitted with permanent four-wheel drive, which distributes the power variably to the front and rear axles by way of a viscous clutch. On the Audi R8 the legendary quattro system is adapted to the axle load distribution typical of mid-engined cars.
The chassis
The chassis features forged aluminium double wishbones at the front and rear. At the front they are triangulated, while at the rear the top one is triangulated and the bottom one is a triangulated wishbone with a track rod. This provides for optimum wheel control, and is a geometry which has proved itself to be the ideal solution in delivering agility, maximum steering precision and precisely defined self-steering characteristics.
Direct, hydraulic rack-and-pinion steering provides optimum feedback to assist the driver.
The spring and damper set-up is stiff in order to deliver maximum driving dynamics, while still providing a quite astonishing level of ride comfort. This is particularly true when the 'Audi magnetic ride' adaptive damper system is chosen as an alternative to the standard gas-filled shock absorbers.

Instead of the conventional damper fluid, a magnetorheological fluid is used -- in other words, a fluid whose viscosity can be influenced by an electromagnetic field. This effect enables the damping characteristic to be influenced electronically at will and instantaneously, by applying a voltage to the electromagnets.
Audi magnetic ride uses this property to deliver the correct damping forces in every driving situation. A computer determines the prevailing driving situation in a matter of milliseconds. Drivers can choose from two driving programs depending on whether they want to drive in a highly sporty style -- with the magnetorheological fluid adjusted to a low viscosity -- or with the emphasis more on ride comfort.
The Audi R8 is fitted with 6-arm 18-inch wheels as standard, and can optionally be ordered with 19-inch wheels. The 235/40 size tyres at the front and up to 285/35 at the rear provide the necessary road-holding. The mid-engined sports car's long wheelbase and extremely low centre of gravity ensure that it always retains maximum stability.

Equipment and trim
Xenon plus lights, LED rear lights and daytime running lights, 18-inch aluminium wheels, an audio system with 7-inch monitor, an anti-theft alarm and Leather/Alcantara interior trim are just some of the items on the extensive list of standard features.
The range of optional extras includes a Bang & Olufsen sound system, featuring an output of 465 watts and 12 specially designed speakers. A microphone-based vehicle noise compensation system adjusts audio levels to changing road conditions and speeds.
The acoustic parking system and a rear-view camera help the driver to manoeuvre into even the tightest of spaces. The radio/navigation system plus, featuring a large-format colour monitor and MMI keypad, combines extensive functionality with extreme user-friendliness.
A total of eight exterior colours are available, from Ibis White to Phantom Black, pearl effect.
Craftsmanship
The Audi R8 is being built on a small-lot production line in a specially constructed new block at the Audi plant in Neckarsulm. The entire production process -- from the bodyshell construction to final assembly -- is organized in the same way as a craft workshop. Small teams of specialists accompany every step of production, ensuring that every one of the maximum of 15 cars per day built is up to quality standards.

The car has a 420 horsepower high-revving V8 engine and all-wheel-drive. It uses the mid-engine Lamborghini Gallardo platform and costs $114,200, positioning it squarely against the BMW M6, Porsche 911, and Aston Martin Vantage.
The car features a choice of LED or Xenon headlamps surrounded by LED running lights and indicators. LEDs are also used in the engine bay to make the impressive V8 visible even at night.
Both a standard manual and an automated manual transmission are offered. Claimed zero to 62 mph time is 4.6 seconds, though this number is likely conservative.
Interior
The interior has a driver-oriented cockpit architecture, integrating the driver between the dashboard and the high centre console. The instrument panel above the console is angled slightly towards the driver. The flat-bottomed steering wheel is a typical feature of the sportiest Audi models, and also enables comfortable sports

car entry and exit.
The sports seats are trimmed as standard in a Leather/Alcantara combination, or optionally in full leather. Alternatively, the R8 can also be fitted with bucket seats, specially developed by quattro GmbH. There is plenty of room for the two occupants, with comfort levels well beyond the norm of high-performance sports cars. There is space behind the seats to stow large bags, or even two golf bags. The luggage compartment at the front has a capacity of 100 litres.

With numerous trim variants and applications in Piano finish or Carbon sigma, there are few limits to the range of customisation options for the interior.

The drivetrain

At 7,800 rpm the 4.2-litre engine delivers 309 kW (420 bhp) of power output. Peak torque is 430 Newton-metres from 4.500 to 6,000 rpm. And no less than 90 per cent of this maximum torque is maintained consistently throughout a wide engine speed range from 3,500 all the way to 7,600 rpm. As a result of these qualities, the eight-cylinder power unit provides ample thrust in most driving situation.

The engine is a high-revving unit. The maximum engine speed is 8,250 rpm. Two transmissions are available: a manual 6-speed gearbox or optionally the Audi R tronic sequential-shift gearbox, with a joystick gear-shift on the centre console and, most especially, the paddles mounted on the steering wheel. 'Shift by wire' technology provides for very fast gear-shifting and an outstanding power-to-weight ratio, allied to compact gearbox dimensions. The Sport mode, with its fast shifting, guarantees the absolute maximum in terms of driving fun. An automatic mode can also be selected.
The car is fitted with permanent four-wheel drive, which distributes the power variably to the front and rear axles by way of a viscous clutch. On the Audi R8 the legendary quattro system is adapted to the axle load distribution typical of mid-engined cars.
The chassis
The chassis features forged aluminium double wishbones at the front and rear. At the front they are triangulated, while at the rear the top one is triangulated and the bottom one is a triangulated wishbone with a track rod. This provides for optimum wheel control, and is a geometry which has proved itself to be the ideal solution in delivering agility, maximum steering precision and precisely defined self-steering haracteristics.
Direct, hydraulic rack-and-pinion steering provides optimum feedback to assist the driver.
The spring and damper set-up is stiff in order to deliver maximum driving dynamics, while still providing a quite astonishing level of ride comfort. This is particularly true when the 'Audi magnetic ride' adaptive damper system is chosen as an alternative to the standard gas-filled shock absorbers.

Instead of the conventional damper fluid, a magnetorheological fluid is used -- in other words, a fluid whose viscosity can be influenced by an electromagnetic field. This effect enables the damping characteristic to be influenced electronically at will and instantaneously, by applying a voltage to the electromagnets.
Audi magnetic ride uses this property to deliver the correct damping forces in every driving situation. A computer determines the prevailing driving situation in a matter of milliseconds. Drivers can choose from two driving programs depending on whether they want to drive in a highly sporty style -- with the magnetorheological fluid adjusted to a low viscosity -- or with the emphasis more on ride comfort.

The Audi R8 is fitted with 6-arm 18-inch wheels as standard, and can optionally be ordered with 19-inch wheels. The 235/40 size tyres at the front and up to 285/35 at the rear provide the necessary road-holding. The mid-engined sports car's long wheelbase and extremely low centre of gravity ensure that it always retains maximum stability.
Equipment and trim

Xenon plus lights, LED rear lights and daytime running lights, 18-inch aluminium wheels, an audio system with 7-inch monitor, an anti-theft alarm and Leather/Alcantara interior trim are just some of the items on the extensive list of standard features.
The range of optional extras includes a Bang & Olufsen sound system, featuring an output of 465 watts and 12 specially designed speakers. A microphone-based vehicle noise compensation system adjusts audio levels to changing road conditions and speeds.
The acoustic parking system and a rear-view camera help the driver to manoeuvre into even the tightest of spaces. The radio/navigation system plus, featuring a large-format colour monitor and MMI keypad, combines extensive functionality with extreme user-friendliness.
A total of eight exterior colours are available, from Ibis White to Phantom Black, pearl effect.
Craftsmanship
The Audi R8 is being built on a small-lot production line in a specially constructed new block at the Audi plant in Neckarsulm. The entire production process -- from the bodyshell construction to final assembly -- is organized in the same way as a craft workshop. Small teams of specialists accompany every step of production, ensuring that every one of the maximum of 15 cars per day built is up to quality standards.

Audi used the Beijing Motor Show in earl 2008 to launch its all-new Q5 crossover. Building on the success of its larger Q7, Audi hopes the Q5 will allow it to capitalize on the growing demand for more compact SUVs.

(Click here to use Leftlane's Price Quote Form to get Audi Q5 pricing information from a trusted local dealer. Zero obligation)

In 2007, Audi announced it would build the Q5, following a 300 million euro investment in the Ingolstadt production facility. The crossover is Audi's answer to the X3 from BMW and Mercedes' new GLK.

At 2.81 meters (9.22 feet), the wheelbase is the longest in its segment -- creating a roomy interior on board the Audi Q5. Measuring 4.63 meters (15.19 feet) long and 1.88 meters (6.17 feet) wide, the Audi Q5 is just 1.65 meters (5.41 feet) high, giving it a sporty appearance. 19-inch wheels further bolster this look.

The Q5 shares a platform with the A4 and A5. The platform's layout will make it possible for Audi to offer a full range of engines, meaning that the brand's various FSI-equipped four and six-cylinder engines, plus some high efficiency diesel models will be offered. It's even possible that the 4.2 litre V8 will find its way under the hood for an S-line version.

Audi Q7 something Amazing

The Q7 is Audi's first ever SUV offering. The large crossover provides seating for seven and rides on Volkswagen's 7L platform. The design is based on the Audi's Pikes Peak quattro concept car, and mechanically the Q7 is similar to both the Volkswagen Touareg and Porsche Cayenne.
(Click here to use Leftlane's Price Quote Form to get Audi Q7 pricing information from a trusted local dealer. Zero obligation)


The Q7 can be ordered with three different engines, and three different trim levels.

The base Q7 engine features a 280 horsepower 3.6-liter V6, coupled with a 6-speed Tiptronic automatic transmission and quattro AWD that returns 14 mpg city, and 20 mpg highway on premium fuel. The V6 takes 8.2 seconds to sprint from a dead stop to 60 mph.

In terms of price, the next engine option is a 3.0-liter, 225 horsepower, 406 pound-feet of torque V6 turbo-diesel, or TDI as Audi calls it. The TDI offering will demand an extra $4,000 and will boost fuel efficiency to 17 mpg city, and 25 mpg highway while using the same 6-speed Tiptronic automatic and quattro AWD as the other two engines. The TDI comes in just slower than the 3.6-liter V6 with an 8.5
second 0-60 time.

The top engine offering for the Q7 comes in the form of a 4.2-liter V8 quattro - pumping out an impressive 350 hp and 325 lb-ft of torque through an all-wheel drive system. The 4.2 V8 will travel 13 miles in the city, and 18 on the highway per gallon of premium unleaded fuel. The 4.2 is the quickest engine of the three - going from 0-60 in just 7.0 seconds. This engine comes standard with the Prestige package configuration, and is not available in either Premium or Premium Plus trim levels.

The 4.2 V8 Q7 also comes with all of the equipment on the V6 Premium, and adds or replaces it with unique features such as 20-inch wheels, a Bose-tuned surround sound system and a standard navigation system. Options not available on the V6-powered Q7s include adaptive cruise control and self-leveling air suspension.

The Q7 Premium trim level features Audi's Advanced Multi Media Interface system, a parking system with reverse camera and an upgraded audio system with Sirius satellite radio in place of the standard six-disc in-dash, eight-speaker set-up. To distinguish the two from the outside, the Premium also gets more brightwork, including chromed roof rails.

The Premium commands $5,850 more than the base model. Both V6 models ride on 18-inch wheels with an integrated tire-pressure monitoring system, though 19-, 20- or 21-inch wheel and tire packages are optional. Other big-ticket options include a Bang & Olufsen sound system, a three-panel sunroof, luxury seating for six, a navigation system and a few packages that involve bigger wheels, more leather and / or an off-road-oriented body kit.


On the safety front, the three SUVs come with ABS and EBD-enhanced four-wheel ventilated disc brakes, and Audi's Electronic Stabilization Program. Regardless of engine choice, the behemoths are limited to 130 mph top speeds. The Prestige trim comes standard with upgraded brakes for maximum stopping power.

Maximum towing capacity for the V6 model is 5,500 pounds, with the TDI and V8 both managing 6,600 pound burdens.

The Aston Martin V8 Vantage is a supreme example of modern automotive design, a hand-crafted sports car that offers exceptional performance, outstanding agility and everyday usability.
At the heart of every great sports car is a great engine, and the V8 Vantage Coupe and Roadster are powered by Aston Martin’s 313 kW (420 bhp) 4.7-litre V8, developed for both flexibility and outright performance. The V8 also sounds spectacular and is capable of propelling the car to a maximum speed of 290 km/h (180 mph).

he V8 Vantage offers superb all-round performance and, like all Aston Martins, delivers some impressive statistics: 0-100 km/h (62 mph) in 4.9 seconds and a potential maximum speed of 290 km/h (180 mph).

Such figures do not tell the whole story, however, for the V8 Vantage represents the epitome of design and engineering excellence, most notably through the use of lightweight materials, excellent weight distribution, efficient aerodynamics and a truly remarkable engine. Aston Martin’s 4.7-litre V8 is hand-assembled at the company’s purpose-built engine facility in Cologne, Germany. A light, compact, all-alloy unit, it provides high performance, yet is responsive even at the lower end of the rev range. At 5750 rpm, the engine delivers maximum torque of 470 Nm (346 lb ft), 77 per cent of which is delivered at just 1500 rpm – barely more than idle – making the cars extremely tractable and great fun to drive. Push harder, and the V8 revs freely, delivering refined, exhilarating pace.
Starting an Aston Martin is a moment to savour. Sit behind the three-spoke steering wheel and set the multi-position, electrically adjustable seats. Feel the quality of the hand-stitched leather rim and sense the intuitive layout of the primary controls.

The driver’s first interaction with the powerful V8 engine is a blend of tradition and high technology, with a touch of theatre. The ignition is controlled by a stainless steel and glass ECU (Emotion Control Unit), designed to be as tactile and refined as a fine timepiece. The ECU is inserted into a special docking station set within the traditional clear glass starter button. Pressing the ECU fully into the starter button fires the engine. After pressing once again to stop the engine, the ECU rises slowly out of its slot within the button so that it can be removed.

The instrument pack is carefully crafted from aluminium and has a three-dimensional profile for easy reading. To maintain a clear, simple design, with the warning lights hidden behind the aluminium mesh faces, becoming visible only when illuminated. The central message displays use organic electroluminescence (OEL) – a process pioneered by Aston Martin – making them easier to read than conventional LCDs.
Body
Two seat, two door coupe or soft cover convertible top body style
Bonded aluminium structure
Aluminium, magnesium alloy, composite and steel body
Extruded aluminium door side impact beams
Halogen projector headlamps (main beam)
High Intensity Discharge headlamps (dipped beam)
LED rear lamps

Engine
All alloy quad overhead cam 32 valve 4735cc V8.
Front mid-mounted engine, rear wheel drive
Fully catalysed stainless steel exhaust system with active bypass valves.

Maximum Power
420 bhp (313 kW / 426 PS)

Maximum Torque
470 Nm (346 lb.ft)

Acceleration
0-60 mph in 4.7 seconds
0-62 mph (100 km/h) in 4.9 seconds

Maximum Speed
180 mph (290 km/h)

Transmission
Rear mid-mounted six speed manual gearbox. Alloy torque tube with carbon fibre propeller shaft. Limited slip differential. Final Drive Ratio 3.909:1

Steering
Rack and pinion, Servotronic speed-sensitive power-assisted steering, 3.0 turns lock-to-lock. Column tilt and reach adjustment.

Suspension
Front: Independent double wishbone incorporating anti-dive geometry, coil springs, anti-roll bar and monotube dampers
Rear: Independent double wishbones with anti- squat and anti-lift geometry, coil springs, anti-roll bar and monotube dampers

Wheels
Front: 8.5J x 19”
Rear: 9.5J x 19”

Tyres
Bridgestone Potenza
Front: 235/40 ZR19
Rear: 275/35 ZR19

Brakes
Front: Ventilated and grooved steel discs, 355 mm diameter
Rear: Ventilated and grooved steel discs, 330 mm diameter
Dynamic Stability Control (DSC)
Anti-lock braking system (ABS)
Electronic Brakeforce Distribution (EBD)
Emergency Brake Assist (EBA)
Traction Control
Positive Torque Control

Dimensions
Length: 4380mm (172.5 in)
Width: 1865mm (73.5 in) (excluding mirrors)
2025 mm (80 in) (including mirrors)

Height (Coupe): 1255 mm (49.5 in)
Height (Roadster): 1265 mm (50 in)
Wheelbase: 2600 mm (102.5 in)
Front track: 1570 mm (62.0 in)
Rear track: 1560 mm (61.5 in)
Turning circle (kerb to kerb): 11.1m (36.5 ft)
Boot capacity (Coupe): 300 litres (10.6 cu.ft)
Boot capacity (Roadster): 144 litres (5.0 cu.ft)
Fuel tank capacity: 80 litres (17.6 UK Gal / 21.1 US Gal)
Weight (Coupe): 1630 kg (3595 lb)
Weight (Roadster): 1710 kg (3770 lb)

Interior
Full grain leather interior
Alcantara headlining
Alloy facia trim and Graphite centre console finish
Sports seats with 10-way electric adjustment
Dual stage driver and passenger front airbags
Side airbags (sports seats only)
Heated rear screen
Automatic temperature control
Organic Electroluminescent (OEL) displays
Trip computer
Glass ECU
LED map reading lights
Rear parking sensors
Powerfold exterior mirrors
Tyre pressure monitoring*1
Alarm and immobiliser
Remote-control central door locking and boot release
Battery disconnect switch
Tracking device (Standard in the UK only)

In Car Entertainment
160W Aston Martin audio system with six-CD autochanger
Integrated Apple iPod*4 connector
USB connectors with Waveform Audio Format (WAF), Windows Media Player (WMA) and MPEG (MP3) audio file compatibility

Options
Sportshift*3 automated manual transmission
20 Spoke Alloy wheels with Diamond Turned Finish
20 Spoke Alloy wheels with Diamond Turned Finish and Graphite Finish
10 Spoke Forged Alloy wheels with Diamond Turned and Silver Finish
Sports Pack with 5 Spoke Forged Alloy wheels with Diamond Turned and Silver Finish
Sports Pack with 10 Spoke Forged Alloy wheels with Diamond Turned and Graphite Finish
N400 Sill Design
Magnum Silver bonnet and side strake meshes
Clear Rear Lamps
Auto dimming interior rear view mirror*1
Auto dimming interior rear view mirror with garage door opener
Alarm upgrade (volumetric and tilt sensor)
Memory seats and exterior mirrors (3 positions)
Heated seats
Lightweight seats with six-way adjustment (Does not include side airbags. Not available in USA or Canada)
Perforated leather seat inserts
Microspin Alloy Facia Trim
Iridium Interior with Piano Black Facia Trim
Iridium Interior with Prism Alloy Facia Trim
Piano Black facia trim
Polished Alloy Tread Plates
Personalised sill plaques
Front parking sensors
Tracking device*2
First aid kit
Smokers’ pack
Cruise control
Bluetooth telephone preparation
Battery conditioner
Boot mounted umbrella
Hard Disk Drive (HDD) satellite navigation system*1
Satellite Radio system (USA only)
700W Aston Martin Premium Audio System with Dolby® Pro Logic II®
1000W Bang & Olufsen Beosound Audio System

*1 Not available in all markets
*2 Complies with UK Thatcham Category 5 requirements. Excludes subscription. Standard in UK
*3 Sportshift trademark is used under license from Prodrive (Holdings) Ltd
*4 iPod is a trademark of Apple Inc., registered in the US and other countries

Aston Martin All new (DB9)

Aston Martin is an international brand synonymous with luxury, refinement, speed, power and quality. The Aston Martin DB9 upholds this tradition and is a credit to English engineering coupled with British styling and luxury. The DB9 is available in two models, the Coupe and the Volante and can be bought new from specialist appointed dealers or used from dealerships and private sellers. The Aston Martin DB9 was launched in 2004, however, a slight restyle was given early 2008 and is available with all the usual extras as well as being the only super car available with an


optional smokers packageThe DB9 coupe by Aston Martin was the first new production car to be built at their ultra modern factory facility in Graydon. The Aston Martin DB9 coupe was introduced to replace the DB7. Rumour has it that Aston believed it was such an advance on the older Martin DB7, they skipped out using DB8, however, the engine used is a V12 which is borrowed from the Vanquish, so using an eight could

confuse people into thinking it was a V8 power plant in the Aston Martin CoupeBoth the coupe and the Volante come practically fully loaded, however, there are one or two specification extras available from Aston. Most of these are for the interior, but there are a few upgrades to the auto itself available, when you simply must have that personal touch added to your Aston Martin specifications.

Aston Martin (DBS)

It all started in 1913 when two cycling buddies, over a couple pints at the end of a long day on the hill climbs (ok, I'm embellishing the back story a bit here) decided to go into business together. The two men where Lionel Martin and Robert Bamford. They started out selling Singer automobiles. They were both handy mechanics and Lionel was an accomplished driver. He was often seen racing at the near by Aston Hill Hillclimb races near Aston Clinton. In 1914 the two decided to start to build there own vehicles and Aston Martin was born.

The name came from the combination of "Aston" from the hillclimb races and Lionel Martin's last name. I could never find out how or why Bamford's name was not involved, I envision a nagging wife that didn't want to have the tax collector come pocking around the household finances, but I somehow think that Martin-Bamford's would have had the legacy that Aston Martin now enjoys.

As with all great endeavors there are successes and challenges. What makes Aston Martin such a great marquee is that even though the challenges always seemed to outweigh the successes the product was always notable. As such were the early years. Soon after the first Aston Martin rolled out of the garage he first world was started and the company shuttered up for the duration. Once the war was over, and with fresh cash from Count Louis Zborowski, the company started to roll out vehicles that competed in races such as the French Grand Prix and Brooklands.

The early racing successes didn't result in a beneficial partnership for the two founders and Mr. Bamford sold his interest to Mr. Martin in 1922. Money was tight and cash flow was kept positive by infusions by the Count. Unfortunately, in 1924 the Count died in a racing accident and the future of Aston Martin became uncertain. In comes John Benson, later to be named Lord Charnwood (I'm American so I have no idea what it takes to go from just John to Lord Charnwood. However, I imagine it to be quit painful). he Lord had the cash and the desire to continue Aston's reputation in the racing world. He, however, didn't care for Mr. Martin and in 1925 Lionel hit left the company.

Lord Charnwood didn't last for long. By 1926 he had sold Aston Martin Motors to Renwick & Bertelli, a recently formed engineering company, for 4000 pounds. It was at this time the company moved to Victoria Road, Feltham. These new owners where also not to last. About a year later Renwick and Bertelli broke up and had to seek outside investors to keep the concern running. By 1936 the Bertelli's had left and the largest investors, the Sutherland family, took control. Now things were to get bad - like I said, what makes Aston Martin so great is the blood and sweat it took to build it. From the beginning, Aston Martin was destined to become the world's greatest marquee. Even at the expense of it many many owners. It indeed had a soul of it's own.

During WW II Aston Martin was assigned to making tooling and spare parts for aircraft joysticks. It was during these years that in the back corners of the works one of Aston's earliest stars, Claude Hill, continued work on a sports saloon - the Atom. It was the Atom that would spring board Aston Martin back to it's intended path.

In 1946 David Brown saw a small classified ad in the London Times offering Aston Martin for sale for only 30,000 pounds. He went over to Feltham to check the place out and drive the Atom. He fell in love with Atom and bought the company for the discounted price of on 20,500 pounds from the Sutherland family. Aston Martin now had the leader it needed to become what it was meant to be. Mr. Brown's core business was tractor parts. Specifically gears and transmissions. At first he did little with Aston Martin as his attention was devoted to finishing a new gear design. However, a friend of his convinced him to buy another automotive company, Lagonda, and merge it together with Aston Martin. After some shrud positioning he acquired Lagonda for 52,500 pounds. Aston Martin Lagonda was born. Yes, now you know why this site's domain name is AML. In 1954 the company moved to its Newport Pagnell facilities.

With David Brown came the "DB" vehicles. First there was the Aston Martin 2-litre, later called the DB1, built between 1948 and 1950. In 1950 the DB2s started to roll out of the plant followed by "DB"'s up till the DBS V8 built from 1967 to 1972. For more information on each model built please see our Gallery section. Unfortunately, the company, which had always just squeaked by, could no longer go in alone. In 1972 Mr. Brown sold the company to Company Developments Ltd. Company Developments was a second string asset stripper - remember that crazy in the 80's (see Pretty Women, Other Peoples Money, and Wallstreet, for a refresher). Things did not look good. But before they could rip the company apart two American enthusiasts, Peter Sprague and George Minden, bought the company. They focused on the product. Streamlining operations and improving quality. By 1981 things had greatly improved at Aston Martin but the American's couldn't keep it going and sold the company to CH Industrial. Who then sold it to Automotive Investments in 1983. They lasted just a year before selling the company to Peter Livanos and Victor Gauntlett. Could you imagine working at this place! You would never know how the boss was. Then in 1986 Ford bought 75% of the the company and the future of Aston Martin started to look a bit more promising.

In 1993 Ford finally bought the rest of the company from Victo Gauntlett and took over complete control of the operations. Ford invested heavily into modernizing the plants and focusing on innovative designs and technologies. For a company that averaged only a few hundred examples a year started to produce hundred then thousands of autos under Ford's leadership. In 2002 the company produced 6000 DB7's. More than all of the previous "DB"s ever built.

Ford Sells Aston Martin!

On Aug 31st, 2006 Ford has announced that Aston Martin Lagonda is up for sale. Now we have been here before and sometimes we have been in much more dire straights. Since Aston Martin's humble beginnings in 1913 the company has been sold:

- 1946 Sold to David Brown
- 1972 Sold to Company Developments
- 1975 Sold to Peter Sprague and George Minden
- 1981 Sold to CH Industrial
- 1983 Sold to Automotive Investments
- 1984 Sold to Peter Livanos and Victor Gauntlett
- 1986 Ford buys 75%
- 1993 Ford buys entire company

This time it's Ford that is in dire straights. The automotive giant is struggling to navigate the new world economy with an old world pension, health care program, and union. Let alone a product line up only second to GM. It's time for Ford to streamline operations and generate some fast cash to fundamentally change their business.

The good news is that this is the first time in Aston Martin history that the company is set up to deliver consistent profits. The product line up includes the DB9, Vanquish, and the Vantage V8. Along with many specials like the upcoming DBS - which may pr may not become a production vehicle. This means that Aston Martin could be purchased and ran without the buyers taking on a company under water.

The bad news is that since Aston Martin is above water financially it may be purchased for investment reasons rather than the love of the marques. The worst case scenario in my opinion is a VW buyout, or similar company, that folds Aston Martin into it's current global supply chain. For example, is it me or is the Bentley Continental Flying Spur a VW Pheaton? (nothing against VW -my day drive is a Passat!) What we need is an owner that will fundamentally understand that Aston Martin is a brand that will only retain its status if it retains its exclusivity.

David Richards and friends buy Aston Martin for $925MM!

In early 2007 Ford sold 92% of Aston Martin to the Aston enthusiast and CEO of Prodrive, David Richards. The sale once again sees our cherished marque in British hands and being lead by true enthusiasts. Prodrive is the automotive technology and racing company behind Astons racing program. In addition to David Richards, the American John Sinders and two Kuwaiti investment firms where part of the deal -- a deal that went down just as Aston Martin started to turn a profit. The company now has 100 worldwide dealerships selling around 6500 vehicles per year. Considering that in the 1990's they were producing fewer than 50 examples per year I'd say Aston is on a roll.

Acura RL Ahead of the curve

On March 27, 1986, Acura opened its first 60 dealerships. From the safe distance of two decades later, Honda's creation of Acura looks easy — of course it was going to be successful, right? But back in the 1980s, when no Japanese manufacturer had yet sold a vehicle outside its core value-oriented brand, it seemed a massive gamble. That Honda's gamble paid off is due mostly to one vehicle: the Legend luxury sedan (and later coupe). And over time the Legend has evolved into the RL that continues in production today.
Acura wasn't a clone of Honda, but a move by the maker upmarket with more luxurious and, hopefully, more prestigious cars — a move made four years before Toyota opened its Lexus stores and Nissan began selling Infiniti products. From a business standpoint, Honda's domestic production of the Accord meant its bread and butter was well covered. If it was going to bring in cars from Japan it made sense to bring in cars with higher profit margins.
"We don't want Honda dealers to get too complicated," said Tetsuo Chino, then American Honda's president, to Business Week just before the Acura dealers opened in March of 1986. "We want [Honda] dealers to be specialists in small cars." Honda really did want to keep it simple.

The first two Acuras were the small Integra and the large Legend sedan. But whether the $10,000 Integra was a hit or not was relatively insignificant compared to the gamble Acura made with the $20,000 Legend — no one had ever paid $20,000 for a Japanese car before. Code-named "XX" during its development, the Legend was designed alongside the car that would become the English-built Rover 800 and sold in the United States as the barely remembered Sterling. The Legend, on the other hand, was close to being unforgettable.
First-generation Legend: 1986-1990
To 21st-century eyes, the original 1986 Legend is neither particularly large nor particularly powerful. Back in the mid-'80s, however, it was pretty big and muscle-bound for a Japanese sedan.

With its 108.7-inch wheelbase and 3100-pound curb weight, the front-wheel-drive Legend was engineered much like a scaled-up Accord and looked a lot like a scaled-up Accord as well (the 1986 Accord sedan had a 102.4-inch wheelbase and the heaviest LXi version weighed in at 2569 pounds). The Legend's suspension comprised an independent rear on struts, with the front end incorporating unequal-length control arms. Tuned for comfort, the first Legend's chassis was a poised turnpike cruiser of some grace. But the engine was the real star.

All Legends had an all-new, all-aluminum SOHC 2.5-liter 90-degree V6 with four valves per cylinder and making 151 horsepower, mounted transversely under their hoods. Honda had sold the 6-cylinder CBX motorcycle back in 1979, but this was its first six built for use in a car. "The engine is a smooth and willing puller that betrays its high power output only through a pleasing exhaust growl at high rpm," wrote Motor Trend in a comparison test with the BMW 528e, Pontiac 6000STE and Audi 5000S. "While so quiet at idle [that] a blip of the throttle is needed to corroborate that it's running. The only complaint we had was lack of low-end torque. The Legend was easily the fastest of our group, but the shift manners for the 4-speed automatic were a bit abrupt for so smooth a motor. The Legend reaches 60 mph in 9.8 seconds and triple-digit speeds are easily attained. The most impressive underhood demeanor of our four players.

"For a first try," concluded Motor Trend, "the Legend is magnificent. Though rather plain in styling, its road manners qualify it to be called a true luxury sedan...Honda has a hit on its hands with the Legend."

While Motor Trend tested an automatic, a five-speed manual transmission was also available in the Legend.

An instant success, the Legend sedan made it into 1987 essentially unchanged. But Acura now had a coupe version to sell alongside it.

The Legend coupe was mechanically similar to the sedan in its structure and layout but the suspension design incorporated trailing arms in the rear instead of struts. And obviously, there were only two doors and the wheelbase shrunk down to 106.5 inches. The two most apparent differences between the sedan and coupe were the coupe's unique and slickly aerodynamic body and a 2.7-liter version of the SOHC 24-valve V6 rated at 161 horsepower. It, too, was instantly accepted in the marketplace. The Legend sedan would get the 2.7-liter engine for 1988 as airbags and antilock brakes became available across the range.

In a comparison test pitting the $27,657 '88 Legend coupe against the Lincoln Mark VII LSC, Mercedes-Benz 300CE and BMW 635CSi, Car and Driver was thoroughly impressed with the upstart contender. "The Japanese coupe draws the most all-around praise, too — amazing for a car that is $20,000 to $25,000 cheaper than the Germans," explained the magazine. "'The Acura and Lincoln give better headroom than the German cars. The Acura's rear seat provides the best combination of comfort, headroom and visibility. The LSC's [rear seat] is probably more comfortable, but its lack of visibility creates a claustrophobic atmosphere. The Acura is sumptuously smooth and very quick...steering [is] impervious to road irregularities. Stable at 120, but plenty of wind noise...great seats. Good room overall. Steering is wonderful — tremendous feel and accuracy. Doesn't get blown around. Everything's so easy to use. Although stiff, the Acura's suspension is supple. God, this car is good."

For the record, Car and Driver recorded that automatic-equipped Legend coupe accelerating to 60 mph in 9.6 seconds and running the quarter-mile in 17.2 seconds at 81 mph. That wasn't as quick as the BMW, Lincoln or Mercedes, but it was good enough as only the Legend made it onto the magazine's "10Best" list that year.

The Legend sedan adopted the coupe's trailing arm rear suspension and got a new full-width taillight design for 1989 in what was otherwise a carryover year. A few trim changes, standard ABS on L and LS models and a new front grille and rear spoiler for the coupe, distinguished the 1990 models from previous years. But even a car as solid and well loved as the original Legend is bound to be replaced.

Second-generation Legend: 1991-1995
"The new Legends are longer, wider, lower, faster, smarter...everything-er," wrote Inside Line's Rich Homan (then writing for Road & Track) when he first sampled the 1991 models. "Rather than gunning for the big V8 sedans from Lexus and Infiniti, Honda wisely chose instead to solidify the position of the Legend at the head of the affordable performance/luxury roster. Priced just a notch above their first-generation forebears (the cars should sell in the $25,000-$35,000 range), all the Legends — three trim levels for the sedan and two for the coupe — are well equipped and appointed."

To power these new, larger Legends, Honda cooked up a new 3.2-liter version of the all-aluminum 90-degree SOHC 24-valve V6, rated at 200 horsepower. In order to shift some of the engine's weight rearward, it was now mounted longitudinally in the engine bay where it fed either a 5-speed manual or 4-speed automatic transmission that drove the front wheels. The front suspension was a new design but still used double wishbones, while the rear used a new independent multilink system. The braking was by discs at every corner and rack and pinion steering provided precise directional control.

With the wheelbase now stretching 114.6 inches and overall length at 194.9 inches, the 4-door Legend LS now weighed in at 3583 pounds. If the first Legend was considered big, the second one was a giant. But it was still a car worthy of praise, according to Road & Track.

"The Legend sedan's long wheelbase pays dividends in both ride quality and interior room," Road & Track explained in its first full test of the car. "Better headroom than the previous car, even with a sunroof," noted one driver. "...the rear seat cushion isn't shrunk longitudinally to give a false impression of legroom. There is excellent thigh support and excellent legroom." The front seats also garnered praise for their comfort and their ability to offer good lateral support without looking too racy. And their wide range of adjustment helped to make up for a steering column that was adjustable only for reach.

The review continued, "On the road, whether it be surface streets, interstate, or the coveted twisties, the Legend gives a fine account of itself. Torque steer has been all but eliminated; at maximum-rpm shifts, there's a soft tug at the wheel but no perceptible change of heading. The propensity of the old model's front suspension to hit its bump stops too easily has been corrected, and the ride quality, as categorized by one driver, 'falls neatly between the Lexus LS 400's silky softness and the Infiniti Q45's sporting firmness.'" In that test, it took a modest 7.9 seconds for the Legend LS to make it from zero to 60 mph and 16.1 seconds for the quarter-mile to go by.

Once again the coupe had its own unique body and its 111.4-inch wheelbase was 3.2 inches shorter than that of the sedan when it appeared in 1992. But it was otherwise similar in specification and performance to the sedan. A passenger-side airbag became standard for 1992 and heated seats were now part of the LS trim level, but the sedan was otherwise unchanged.

With little motivation to do otherwise, the Legend sedan carried over into 1993 with a few nearly imperceptible detail changes, but the fledgling coupe received a number of upgrades. Road & Track tested a Legend LS coupe of that vintage and found it was significantly updated for a one-year-old car. "Its V6," the publication wrote, "still displacing 3206cc (3.2 liters), has been massaged to pump out a healthy 230 horsepower instead of 200. A 6-speed manual transmission replaces the 5-speed. Traction control (TCS) becomes standard on the LS. The brakes get twin-piston front calipers. Sixteen-inch rims replace the 15s. A passenger airbag becomes standard. And lastly, the body, with thicker-gauge steel and additional reinforcement, has become torsionally more rigid, aiding handling and helping [to] lower interior noise...

"At the track with TCS on — which activates each time the car is fired up — 60 mph arrives about a second later than it does with TCS switched off. As such, the coupe shot to 60 mph in 7.3 seconds and smacks the quarter-mile in 15.7 seconds at 91.0 mph. Impressive numbers that make it the fastest Legend we've tested and a member of the Ford Taurus SHO and Lexus SC 300 league."

A new top-of-the-line Legend GS sedan appeared for 1994 fortified with the coupe's 230 hp and available six-speed manual transmission. But otherwise, changes were scant. There were even fewer changes for 1995.

The Legend was such a hit for Acura that many people thought of the two as inseparable from one another — that is if they remembered the Acura part of the name at all. So Acura did some separating itself for the next generation.

First-generation 3.5 RL: 1996-2004
Acura's abandonment of the Legend name has to rank with "New Coke" as one of the dopiest business decisions of the 20th century. Why give up a name that was as clearly beloved as Legend? Because, the logic in the company went: People weren't thinking of the car as an Acura first but as a Legend...and it was important to build some brand awareness as the Acura franchise went forward. Whatever. But the new name, "3.5 RL," was so generic it was unlikely ever to attract any attention.

"Outwardly sharing most dimensions with the car it replaces," explained Road & Track upon its first meeting with the new sedan (there was no coupe version), "the RL is extremely roomy within, indeed, right up there with the Lexus LS 400 and considerably more commodious than the Legend. To my eyes, its exterior styling works Brand Awareness a bit much: the front end, particularly, cloning the lower-level TL. Indeed, it's not easy to tell the two apart from their pug-nose visages. The RL is less TL-like at the rear, but here it borders on conservative luxo-generic. Put a three-pointed star there and it could pass."

As the name implies, the RL's engine now displaced 3.5 liters thanks to a 7mm increase in stroke. But despite that increase in displacement, output actually dropped down to 210 hp. What was going on?

"Acura has completely abandoned the V6's previous high-rpm performance in favor of low-rev torque," explained Road & Track in its test of the 1996 3.5 RL. "Amazingly the torque has risen from 206 pound-feet at 5,000 rpm to 224 pound-feet at 2,800 rpm — that's a 9 percent gain at 2,200 fewer rpm. Having watched Acura's leading-edge probings toward ever higher-rpm engines over the years, this is quite an about-face." And the only transmission behind that longitudinally mounted engine was now a 4-speed automatic.

In general specification, the 3.5 RL was very much the Legend in a new box with similar suspension, steering and braking systems aboard. The 114.6-inch wheelbase carried over, but with options like a navigation system now available, curb weight rose — the 3.5 RL weighed in at 3660 pounds in its singular trim level.

Let's not put too fine a point on this; the 3.5 RL was simply stunning in that it was an Acura lacking in either technical interest or driving verve. A giant yawn.

Changes were slight for both 1997 and 1998, but Edmunds.com had its first exposure to the car. "The Acura 3.5 RL is the car for those of you looking for a bargain in the luxury car class," we wrote back then. "It may lack some of the power of its competitors, and it certainly doesn't have the sporty feel of a BMW or Mercedes-Benz, but it is an excellent highway cruiser and around-town status car."

In 1999 the 3.5 RL was treated to a new front grille with a sharper point at its bottom that made a boring car a little less anonymous. But there were some significant changes as well. "Uplifting our impression of the car's interior was the optional Acura Navigation System — the only factory option available — which wowed every one of us with its advanced features. This satellite-linked system allows you to view a map of your current location at several zoom modes, maneuver the map so you can see what is near your route, see current location details and call up address information for any location on the map display....

"Acura introduces two new airbag safety systems in its 3.5 RL this time around and, like the navigation system, they are worth noting. One system, the first-ever used in an automobile, automatically adjusts the deployment of the front passenger airbag based on the severity of a frontal impact crash... Parents will appreciate Acura's second, new side airbag system, which protects children who may be sitting in the front passenger seat. The system uses seven sensors to deactivate the side airbag if a passenger is determined to be too small and out of proper airbag position — such as when leaning against the door taking a nap.

"Built with more than 360 modifications from last year's model, the 1999 Acura 3.5 RL is certainly a vehicle to covet, no matter your lifestyle. It seats five comfortably and has a large trunk that holds enough groceries for a family with that many members.

"Buyers need not be independently wealthy to enjoy the Acura 3.5 RL, either. With a base price of only $42,355, the RL rivals other higher-priced vehicles like the Mercedes-Benz E430, Lexus GS 400 and BMW 540iA. While its competitors offer more power in terms of V8 engines, the Acura stacks up just as well — if not better — in areas like style, nimbleness, value and curbside charm."

Stability control was part of the 2000 3.5 RL package and the navigation screen grew larger, but otherwise changes were barely noticed. The 2001 model year was essentially a carryover.

While OnStar was added to the option list for 2002, that was only the first of many changes. "Increased power is the most significant update," Edmunds.com's Brent Romans reported. "Thanks in part to a new silencer in the variable exhaust system, the 24-valve 3.5-liter V6 engine delivers 225 horsepower and 231 pound-feet of torque (compared with 210 hp and 224 lb-ft for the '01 RL). Though 225 hp is certainly adequate, it is increasingly outclassed. For instance, the 2002 Honda Odyssey minivan's V6 makes 240 hp, and the smaller 3.2-liter V6 found in the RL's smaller cousin, the 3.2TL, makes 225 hp. Both of these cars have VTEC, Honda's variable valve timing system that improves both power and fuel economy. Currently, the RL is the only 2002 Honda product (excluding the Isuzu-built Passport) without VTEC.

"Along with a curb weight of 3920 pounds, the modest power contributes to slower-than-expected acceleration times for this class. Zero to 60 mph takes 8.3 seconds, and the quarter-mile is passed in 16.4 seconds at 85.6 mph. The RL doesn't necessarily feel slow; around town and up freeway entrance ramps, it has sufficient thrust to deal with most situations. But considering that most entry-level luxury sedans are faster, not to mention the RL's V8-powered competitors, we have to say that there is room for further improvement."

XM radio joined the option list for 2003, but by this time the 3.5 RL was barely a presence in the market — surpassed in power, sophistication and verve by many cars selling for far less. The 2004 model year didn't feature any significant changes as sales dropped to barely perceptible.

Acura needed to do something if there was going to be any reason for the RL to continue on.

Second-generation RL: 2005-Present
The second-generation, 2005 RL shares practically nothing with either the 3.5 RL or the Legend that preceded it. But as this is written, it's still an open question whether it's distinct enough to compete against V8-powered competition.

"So the old car is mediocre and the new one is really awesome," wrote our Brian Moody in his first drive of the new RL. "Sure, we've heard that story a thousand times if we've heard it once. Even so, the new version of the RL is truly new and has almost nothing in common with the old one. In fact, the new RL could be called overkill, as it offers features we never would have thought of, let alone expected on a luxury performance sedan. Acura is well aware that the outgoing RL was not a contender against the likes of Audi, BMW, Jaguar and Mercedes-Benz, and the company set out to fix the problem by designing a car that has the look and feel of a true luxury vehicle, combined with the stunning performance of a German sport sedan."

While the all-aluminum engine still displaces 3.5 liters, it's a 60-degree SOHC 24-valve design that packs a full complement of Honda's engine technology including VTEC variable valve timing to produce a competitive 300 horsepower. And instead of just feeding the front wheels, this new transversely mounted engine puts power through a 5-speed automatic transmission that in turn sends it out to all four wheels through Honda's Super Handling All-Wheel-Drive (SH-AWD) system. "The all-wheel-drive configuration typically runs with 70 percent of the power going to the front wheels and the remaining 30 percent directed to the rear wheels," Moody went on to explain. "Under such circumstances as heavy acceleration or hard cornering, more power can be directed to the rear wheels — like the front wheels, the rear wheels can receive as much as 70 percent of the engine's power.

"So far this is nothing new, as most all-wheel-drive cars can redirect the power between their front and rear wheels. What is unusual is the RL's ability to split the power between the left and right rear wheels. If needed, the all-wheel-drive system can direct all of the rear wheels' available power (never more than 70-percent total) to just one wheel. Using sensors to determine the position of the car relative to a turn, the car will spin the outside rear wheel faster in order to more accurately point the front of the car in the direction the driver intends. The result is a car that seems to exhibit little or no understeer — that feeling you get when entering a turn too quickly and the car continues to go straight despite the fact that the front wheels are turned."

In our First Test of the car, some of that technological overkill was apparent. "Despite its high performance," we wrote, "we have mixed emotions about the RL driving experience. All the different electronic systems that help the car corner take away the road feel that true driving enthusiasts crave. To put it simply, this car doesn't 'talk' to the driver the way a real sport sedan does." And the lack of bottom-end power meant the car lacked the punch to slug it out with V8 competitors. The 7.3-second 0-to-60-mph time wasn't bad, nor was the 15.3-second (at 92.8 mph) quarter-mile effort, but this is not a car that pounces off the line with much authority.

Yet in a comprehensive assessment of the new RL and its competition, the Acura shone, taking 1st place in our 2005 comparison test of all-wheel-drive luxury machines. "It's not the fastest or the flashiest," we concluded, "and in this test it wasn't even the cheapest, but the 2005 Acura RL ran away with 1st place anyway. We were looking for the all-wheel-drive sedan with the right balance between performance and luxury and we found it most often in the RL.

"At $49,470 it was the second most affordable of the five and with everything standard all you have to do is pick a color. Its styling won't get you many second looks, but you'll never second-guess yourself for buying it either."

Acura TL Accelerated Innovation

The Acura TL was first introduced in 1995 to replace the Acura Vigor. It debuted as a mid-size luxury sedan with front wheel drive. The 1996 TL was available in two engine sizes, a 5 cylinder 2.5 liter and a 6 cylinder 3.2 liter. The 2.5 liter engine model was presented as more of a lavish sports car model, while the 3.2 liter was presented as more of a luxury sedan to satisfy several generations of drivers.
Although it replaced the Acura Vigor, Acura also incorporated some of the features that were popular in the Legend, which was discontinued in 1995. Both the 2.5 liter and 3.2 liter engines were available in the 96-98 models, while the 1999 model, the second generation offering, was available with only the more popular 3.2 liter engine. The vehicle was then completely redesigned for the 1999 model year. Larger than its predecessor, the 1999 TL featured new updated styling and a more powerful V6 engine.

The smoother ride and sleek design appealed to many younger aged drivers.
2004 was the year that the vehicle was completely redesigned, in part to satisfy those drivers who showed interest in more power and a sportier exterior. The 2004 model had a redefined chassis, a 270 horsepower 3.2 L V6 engine and the advanced technological conveniences of Bluetooth wireless connectivity and a DVD-Audio surround sound system.

The 2005-2007 advance received minor updates, including a tire pressure monitoring gauge and higher horse power rating determined through new testing procedures, though the engine size had remained the same. Word is being spread that 2009 will deliver yet another new generation of Acura TL, and if it follows suit we should all be expecting a reliable, visually appealing and comfortable sedan.
Engine type Aluminum-alloy V-6
Displacement (liters) 3.5 | TL
3.7 | TL SH-AWD
Compression ratio 11.2:1
Horsepower @ rpm (SAE net) 280 @ 6200 | TL
305 @ 6300 | TL SH-AWD
Torque lbs-ft @ rpm 254 @ 5000 | TL
273 @ 5000 | TL SH-AWD
Redline 6800 | TL
6700 | TL SH-AWD
Valvetrain Variable Valve Timing and Electronic Lift Control (VTEC®) for intake valves (and exhaust valves for 3.7L), 4 valves per cylinder, with a belt-driven single overhead camshaft
Fuel Injection PGM-FI Multi-Point Fuel Injection system
Throttle Control Drive-by-Wire™ throttle system
Ignition Direct ignition system with knock control
Engine block Cast aluminum alloy with aluminum cylinder liners
Cylinder head Cast aluminum alloy; 4-valves-per-cylinder; pent-roof combustion chamber design
EPA Estimated Fuel Mileage27 (city / highway) 18 / 26 mpg | TL
17 / 25 mpg | TL SH-AWD AT
17 / 25 mpg | TL SH-AWD MT
Recommended fuel19 Premium unleaded 91 octane
Emission rating ULEV-2
Tune-up interval3 100K +/- miles no scheduled tune-ups

Acura TSX cool

In 2003 Acura introduced the TSX, a mid-sized luxury sports sedan designed to replace the four door Acura Integra and appeal to those who desired a more luxurious interior in their sports sedan. Available with either a six speed manual or five speed automatic transmission, the Acura TSX filled the gap between the TL, designed to appeal to the younger drivers, and the RSX, designed to appeal to slightly more affluent young families, by seamlessly blending reliable functionality and high performance with sleek styling.

Although the ride is smooth and reliable, yet just a bit stiff as compared to other luxury sedans, it is the interior features that helped make the vehicle a true competitor to the likes of the more costly BMW or Audis. For a reasonable price, TSX comes fully loaded with heated front leather seats, dual zone climate control, 17 inch wheels and a 360 watt stereo system with six-CD changer. Every inch of the interior, from the beautiful leather to the flawlessly smooth operational controls, boasts expert craftsmanship and high quality materials. The only feature available as an option is an advanced navigation system with voice recognition. The features that are standard on the vehicle are optional on the Acura's European competitors and significantly increase their prices far beyond that of the TSX.

The five passenger 2004 model shared the same precision based front wheel drive, 4 cylinder, 2.4 liter engine as the 2003 model. In fact, the Acura TSX has had few noteworthy changes mechanically or in body style between the 2003 and 2007 model years, and still has managed to score highly with both consumers and automotive industry experts as a fuel efficient combination of performance and luxury.
Engine type 4-cyl. Aluminum-alloy in-line 4-cylinder
V-6 Aluminum alloy V-6
Displacement (liters) 4-cyl. 2.4
V-6 3.5
Horsepower @ rpm (SAE net) 4-cyl. 201 @ 7000
V-6 280 @ 6200
Torque (lbs-ft @ rpm) 4-cyl MT 172 @ 4300
4-cyl AT 170 @ 4300
V-6 254 @ 5000
Valve train 4-cyl. 16-valve, DOHC i-VTEC®
V-6 24-valve, SOHC VTEC®
Compression ratio 4-cyl. 11.0:1
V-6 11.2:1
Redline (rpm) 4-cyl. 7100
V-6 6800
Fuel system PGM-FI multi-point injection
Ignition system Electronic direct
Throttle Control Drive-by-Wire™ throttle system
CARB emissions rating ULEV 2
EPA Estimated Fuel Mileage (city / highway)27 4-cyl AT 21 / 30
4-cyl MT 20 / 28
V-6 18 / 27
Fuel 4-cyl. Premium unleaded 91octane (Recommended)20
V-6 Premium unleaded 91octane (Required)19
Tune-up interval3 100k +/- miles no scheduled tune-ups

All New Acura ZDX

After a few weeks of teasing, Acura has finally revealed the ZDX, its new four-door, luxury crossover “coupe” that is clearly aimed at the similarly proportioned BMW X6. The ZDX wears the now familiar shield grille and sharp styling that has spread across the entire Acura lineup. To further emphasize the crossover’s coupiness, Acura designers have hid the rear door handles in the base of the C-pillar. The ZDX rides tall on 20-inch, 9-spoke wheels and also glints under the lights thanks to a number of chrome trim pieces including a pair of shiny dual exhausts out back. Inside you’ll find typical Acura luxury with high quality materials arranged in a high-tech package that includes a new multi-view rear camera system with both a wide angle and top down view. The production ZDX will be V6-powered and kept in line by Acura’s superb Super Handling All-Wheel Drive system.

Feel free to poke around the ZDX in our high-res gallery below. It’s the best expression yet of Acura’s new design language, which has taken some getting used to on its current lineup of sedans. This segment-busting crossover should arrive in dealerships by the fall of 2009, according to Acura.
EW YORK, April 8, 2009 – A prototype of the provocative Acura ZDX luxury four-door sports coupe made its world debut at the New York International Auto Show today. The production version of the dramatically styled prototype goes on-sale in the fall of 2009. The segment bending ZDX features stunning coupe-like styling with the added benefit of a commanding presence and flexibility utility.

“The ZDX is truly a luxury performance coupe – plus,” said Jeff Conrad, vice president of Acura sales. “The emotional coupe styling coupled with a luxurious and dramatic interior and surprising versatility, allows the ZDX to define its own segment and attract an entirely new customer.”
The ZDX is designed to break new ground for Acura in the areas of provocative styling, contemporary luxury and meticulous refinement. With its sensuous curves, sharply raked roofline and bold fender flares, the ZDX blurs the distinction between coupe, sedan and sport utility vehicle. Clean, flowing lines start from the headlights and run the length of the car, accentuating the cars presence and grace. In keeping with the coupe-inspired styling, the rear door handles are cleverly concealed in the C-pillar. The all-glass tailgate opens wide to reveal a highly functional cargo space with integrated under-floor storage. The prototype is finished off with stylish dual chrome exhaust outlets and 9-spoke machined wheels fitted with 20-inch Michelin tires.
From the very first sketch of the ZDX, I wanted to create an emotional vehicle that challenged conventional thinking of what a sports coupe should be,” said Michelle Christensen, ZDX exterior designer. “My goal was to create a strikingly beautiful exterior, and use that attraction to help draw you into the rich interio
Engine type Aluminum-alloy V-6
Displacement (liters) 3.7
Compression Ratio 11.2:1
Horsepower @ rpm (SAE net) 300 @ 6300
Torque (lbs-ft @ rpm) 270 @ 4500
Valvetrain 24-valve, SOHC, VTEC®
Fuel Injection PGM-FI multi-point injection
Ignition Electronic direct
Emissions system TIER 2 BIN 5 ULEV-2
EPA Estimated Fuel Mileage MPG (city / hwy)27 16 / 23 mpg
Required fuel19 Premium unleaded 91 octane
Tune-up interval3 No scheduled tune-ups required for 100,000 +/- miles