Novitec Rosso tweaks the Ferrari 430 Scuderia to 747hp

The Ferrari 430 Scuderia is already one of the hottest-performing supercars on the market, but some people just don't know how to leave well enough alone. Some of those people work at Ferrari, who've worked tirelessly on the 458 Italia to supplant the 430's already legendary performance. And some of those people work for Novitec Rosso, who've come back yet again with another mod job for the Italian stallion.

Called the Edizione 747, the custom Scuderia may not be as big as a jumbo jet, but it packs nearly as much thrust. Strapping a pair of superchargers to that high-revving 4.3-liter V8, along with a few more tweaks here and there, brings output up from an impressive 510 horses to a bonkers 747 horsepower. Intercoolers and revised aerodynamic cooling keep the engine running cool. Twenty-inch NF3 rims wear Michelin Pilot Sport Cup rubber mounted to sport springs that drop the ride height by a further 30 milimeters, available with an adjustable front end that can lift 40 mm to clear curbs and speed bumps at the touch of a button. Novitec's also decked out this particular example with a two-tone yellow and matte black paint scheme, and given the interior a few mods to complete the package.

Novitec says the 747 is capable of reaching 218 MPH, about 20 more than stock, and hitting 62 MPH in 3.4 seconds – only a touch quicker than stock, which just goes to show there's a limit to what even steamroller rear tires can handle. Novitec will only be making three examples, which just may be enough to keep a few moneyed speed freaks busy until the new 458 Italia comes around, and then it starts all over again.

[Source: Novitec Rosso]

First Drive: 2010 Suzuki Kizashi

Shut your eyes and say the word "Suzuki" out loud. Unless you're a moto-head or one of those rare Geo Metro fanatics (they exist, trust us), the image that springs to mind isn't very nice. Odds are that the car your subconscious conjures is tiny, cheap and bizarre. It's probably named something forgettable like "Aerio" or totally inaccurate (and forgettable) like "Esteem." Forgettable cars tend to attract forgettable customers. Don't believe us? Suzuki referred to their recent crop of owners as "subprime." Ouch. But, with that pain comes some truth. And in an industry long known for complete and total self delusion, Suzuki's admission was cathartic across both sides of the automaker/auto journo aisle.

The Kizashi drives better than basically everything in its class.
But what would cause Suzuki to be so blunt? A number of factors, as it turns out. For one thing, "subprime" is so 2008. Meaning that relying on folks with poor credit to snap up your cars because they're so cheap just ain't good business these days. Nor is outsourcing big, potentially huge moneymakers like seven-passenger SUVs to General Motors. There's nothing inherently wrong with the XL7 other than the fact that it's based on the Theta platform, just like the (defunct) Pontiac Torrent and Saturn Vue. Smartly, Suzuki has indefinitely suspended XL7 production. More importantly, rather than not making bad cars, Suzuki might just be in the middle of a product renaissance.

Those familiar with the plucky little SX4 are well aware that it's a great driving, high content, practical hatch that's incredibly inexpensive (name another car featuring all-wheel drive and navigation for under $18,000). But you may not know the SX4 is half-Fiat, penned by none other than Giugiaro and half-designed by the Italian giant. So what Suzuki needs to really pull off a rebirth (or at least the early stages of a rebirth) is a fully 100% Suzuki-designed car that's not just "good enough," but "better than." And according to Suzuki, the all new 2010 Kizashi is indeed such a vehicle. But is it?

Tough to tell from the outside. While worlds better looking than all other U.S.-bound Suzuki vehicles (save the five-door SX4), the Kizashi is too derivative. Viewed head on, the hood looks lifted from a Chrysler PT Cruiser, the face is pure goatee-Volkswagen and the headlights appear to be Chrysler Sebring-y. None of the elements are particularly bad looking, but they aren't boat-floating either. Still, from certain angles, the Kizashi's grille is pretty assertive – just don't stare too hard for too long.



The side view is (again) middle-of-the-road and simply not novel, with the C-pillars coming from the Chevy Malibu and the long nose, short deck looking quite Mitsubishi Lancer-ish, if not outright Sebring. But it's not bad. The little trunk lid (don't be fooled, the trunk itself is big) is all Bangled up and again, neither bad nor good. The best part of the whole package is, without question, the well integrated twin chrome pipes. But don't look too close, as they're actually just exhaust surrounds (i.e. not actually connected to anything save the rear bumper). Size-wise, the Kizashi is shorter than the competition Suzuki thinks it'll being going up against – it's closer in length to a Jetta than a Passat. However, and we can only blame clever packaging here, the interior has enough room for four big adults, with a surprising amount of rear seat legroom. Go figure.

Inside, the Kizashi is pretty impressive – for a Suzuki. Meaning that yes, we've seen better, but we've seen much worse, too (again, see Sebring). For one thing, compared to the SX4, the Kizashi's cabin is modern and almost sophisticated. We can't say anything good about the tacky plastic plastered all over the dash, but the door inserts are soft and feel good against your skin. The steering wheel is compact, thick and firm – a great combo if you're into spirited driving. The center stack is elegant yet functional, almost like a cross between a Volvo and a Honda. The cloth seats in our test car were pretty enveloping, especially for a midsize family sedan – the three memory position driver's seat more so than the passenger's. And while the music Suzuki provided on our press trip was pretty damn awful, the 425-watt Rockford Fosgate stereo kicks and thumps with the best of 'em – no distortion to be had.



We elected to check out the six-speed manual Kizashi, but before we move on, your other transmission choice is a CVT with paddle shifters, providing six fake gears. You can get the CVT in front-wheel drive or all-wheel drive, but the 6MT only comes with FWD. Before you start bunching your panties, let's talk weight. The FWD 6MT Kizashi weighs in at a light 3,241 pounds. Add one hundred pounds for the CVT, and another one hundred pounds for the CVT with AWD. Not only that, but the clutch is Honda-light/easy to use. The shifter's okay, though a bit long to throw and a tad too sloppy. Still, it's world's more enjoyable than the CVT, thank you very much. We should note that the CVT with its endless gearing gets better mileage than the 6MT. 31 mpg highway vs. 29 mpg for the 6MT. City driving will net you around 23 mpg with the CVT, 20 mpg with the manual.

Under the hood is a 2.4-liter DOHC inline-four that stumps up 185 horsepower and 170 pound-feet of torque – though if you opt for the CVT transmission you only get 180 hp – yet another reason to row your own. Belying the power rating is the motor's readiness to rev. Redline is indicated at 6,500 RPM and fuel cutoff happens at about 6,750, but getting up into those lofty revs takes no time whatsoever. The motor just roars when you clobber the pedal. Compared to other four-cylinder engines in its class, the Kizashi's motor is straight-up stout. In a Nissan Altima you get 175 hp (though 180 lb-ft of torque). A Toyota Camry gives you 169 hp and 167 lb-ft of torque, though you can get a version of its 2.5-liter inline-four with 179 hp and 171 lb-ft of twist. Base Honda Accord? 177 horses and 161 torques. And just for giggles, Sebring? 177 hp and 166 lb-ft. Now, of course, all of those (larger) cars are available with a more powerful V6, and right now, the Kizashi isn't. And to that we say good.



That's right, good. Why? First off, the Kizashi can hit 60 mph in 7.5 seconds. Not breathtaking by any means, but fast enough. Second, we were able to flog the Kizashi not only on some fairly twisting roads around Chapel Hill, North Carolina, but on VIR – Virginia International Raceway. Talk about a brand reinvention. First of all, you could step into the springs Suzuki has perched under the front of the Kizashi. They are seriously massive – maybe eight inches in diameter. Then there's the KYB dampers at all four corners and the Akebono (the same folks who make stoppers for Japan's bullet trains) disc brakes fitted at each wheel. The front end enjoys a MacPherson setup while the rear features a fancy-considering-the-price 5-point multi-link setup. And while the Kizashi's chassis is fairly stiff, the body is even stiffer. As in rock hard (they let us bang on a body-in-white). This same formula – rigid body on top of a softer, more compliant suspension – is used by none other than the Rossion Q1. But why mention a mid-size family sedan in the same breath as a half-mental supercar? Unless...

No, the Kizashi isn't a supercar. Not even kinda. But the Kizashi is remarkably sporting, dare we say shockingly so. Because frankly, we were expecting some sort of already also-ran Camry competitor. Instead, Suzuki gifts the automotive world with an inexpensive five-seater than can embarrass cars costing 150% as much, if not more. The sticker for the Kizashi we tested came in right around $21,500 with 18-inch wheels and 235/45 tires. Check all the boxes and you're talking $26,750 for AWD, CVT, leather, navigation, etc. But back to the Kizashi showing up other, pricier cars.



The Kizashi drives better than basically everything in its class. Camry, Accord, Altima, Jetta, Malibu, Mazda6, Legacy – you name it. How? Well, unlike all of those cars that were engineered in focus groups, the Kizashi was tested on both Germany's Nürburgring and California's own Willow Springs. Overkill? Absolutely, but the Kizashi isn't like those other cars. In fact, Suzuki brought a selection of the competition down to VIR to let us drive them through a few obstacle courses back-to-back. The Altima felt like a dinosaur wearing cement shoes. We were worried the Mazda6 might scrape its door handles, while the Volkswagen CC – a car we really dig – seemed to weigh three tons. Even the Subaru Legacy felt full of lard by comparison – and it isn't. But let's not stop there.

There will absolutely be a V6 Kizashi, as well as a hybrid.

Suzuki thinks that people buying products like used a certified pre-owned Audi A4, Acura TSX, BMW 3 Series or Lexus IS might very well be interested in the Kizashi. From a perceived prestige standpoint, no way/no how. However, if performance is what a buyer's after, then absolutely. Case in point, on a 60 MPH emergency lane change maneuver, the Acura TSX leaned over to the left, seemed to stay there and squealed its tires all the way to the end of the paddock. The Kizashi? It was able to change direction almost effortlessly, transitioning from left to right with no body roll, no wobble, no fuss. The steering was crisp, quick and full of useful feedback. With the exception of the admittedly tricky Turn Seven, VIR's undulating twists and turns never upset the Kizashi. And the absolute best part might be the boat anchor-like brakes. Very impressive, and again, totally unexpected.

Much of the Kizashi's prowess comes down to its weight, or lack there of. When we got to the hot laps portion of the day, Suzuki was kind enough to stick us in a V6 Kizashi mule, with the 3.6-liter V6 from the XL7, just so we could see what a little more speed is like. As you might expect, the mule is much quicker off the line. Depending on how well you came out of Oak Tree turn, the 2.4-liter Kizashi was traveling at just over 100 MPH at the end of the straightaway. The V6 was moving about ten MPH faster. However, handling suffered. The suddenly nose-heavy car was simply not as eager to turn in, less able to dance. We tried the AWD CVT car on the track, too. While better than the V6 mule in terms of overall athleticism, our money's still on the six-speed, FWD Kizashi. And yes, there will absolutely be a V6 Kizashi down the road, as well as a hybrid.



Suzuki has done the seemingly impossible, almost willing themselves out of automotive irrelevance by producing a wonderful, desirable, actual driver's car. The Kizashi is the real deal and you can consider us thoroughly impressed. However – and this is a big however – what's next? It's not enough to just produce one great car then sit back on your laurels. You must be willing to follow through, to continue pushing against the edge of the envelope, to keep reinventing and improving your brand.

The Kizashi is a great first effort at distancing Suzuki from its recent subprime past. And going by nothing but the excitement on display from their marketing, engineering and PR staff over the two-day launch, Suzuki does seem on the cusp of something big. Maybe the most telling fact is this: Kizashi means, "A great thing coming." We'd say a great thing is already here, and we really hope Suzuki can keep it coming.

[Source: Autoblog]

Porsche's next supercar, as envisioned by an Iranian designer

With the 911 looking largely the same for the past 46 years, the Cayenne looking the way that it does, and the new Panamera greeted with mixed reviews (at best), it should come as no surprise that there are others interested in taking a crack at designing the next Porsche. Especially since the next one down the wind tunnel could very well be a roadgoing supercar based on the RS Spyder prototype racer to succeed the Carrera GT... one of the best Porsche design in decades.

What you see here is the vision of Iranian designer Emil Baddal, who appears to have blended some unmistakable Zuffenhausen DNA with a sort of Veyron-esque profile. Which isn't so far fetched when you consider that Porsche and Bugatti now fall under the same umbrella. Baddal hasn't issued any theoretical powertrain specifications to go with his design, so we'll just have to imagine them on our own.

[Source: Emil Baddal on Designerspace via CarScoop]

Review: 2010 Ford Flex EcoBoost

We were headed on a road trip, because that's what you do when the summer draws to a close and something as gigantic as the Ford Flex rolls into your driveway. Destination: Brooklyn. Five miles into the journey, the Sony audio system belts out the Beastie Boys' "No Sleep Till Brooklyn," and the two sub-five-year-olds in tow agree. But we had an ace up our sleeve: our Flex SEL tester was packing a six-shooter augmented by Ford's EcoBoost turbo system, good for another 100 horsepower over the standard model. If the trip was going to be hellish, at least it would be short.

There's newfound muscle to... flex.

There's a price premium to pay for the heavy breathing, but even at $40,000 as-tested, the kitted out Flex stickered for less than expected, and mitigating drawbacks seems to be a running theme with the EcoBoosted Flex. Its EPA estimated fuel economy in all-wheel drive trim of 17/24 16/22 mpg city/highway, is exactly the same as the unboosted Duratec 3.5-liter, but there's newfound muscle to... flex. A turbocharged engine immediately makes thoughts of premium fuel dance through your head, but nope, the direct-injected V6 is happy to perform tricks on regular, though Ford recommends you run higher octane for maximum performance.
The Flex's T-square styling strikes some as boxy, others as handsome and broad-shouldered. Our sampler looked great in metallic black with a contrasting silver roof, though that color combination does little to quell the occasional comparison to a hearse. The optional 20-inch wheels, with a design echoing the high-speed turbines underhood, aren't coated in garishly shiny chrome, but for a performance model, the Flex EcoBoost would look far more sinister with a dropped ride height to tuck those massive hoops into its bold arches.

Only a small Ecoboost badge on the tailgate denotes this Flex as anything different from its lesser brethren, and other than the oddly tall stance, the overall demeanor is fitting, from the dark paint to the dual exhaust tips out back; this may be a wagon, but it's not a mamby-pamby Mike Brady thing.



Like the outside, the interior of the Flex is styled with a combination of contemporary and classic mid-century-modern forms. With a dash contour inspired by classic Electrolux vacuums of the Fifties, it would have been easy to go all retro inside, but thankfully, the Flex interior has been rendered in timeless forms. Who wants to remember those old three-row wagons from the old days, anyway? Those are the cars that made the minivan and SUV so popular by not being wagons in the first place.

Materials inside are high quality, better than a GMC Acadia, say.

Nothing inside the Flex is overly styled, but it's all styled well. The gauges are clean and simple, with four clean dials rimmed in chrome. The leather-covered seats with contrasting stitches are not just attractive, but living room comfortable, too. There's a mixture of textures and materials, from typical plastic graining that imitates leather to a pattern evocative of post-war household appliances. Faux wood, plated plastic, and a flat silver center stack complete the interior fitment. However, the silvered plastic does a bad imitation of aluminum – if that's what it's there for – and over the years, we suspect it will not wear gracefully. The rest of the materials inside are high quality, better than you'll find in the GMC Acadia, one of the Flex's main competitors.



Usability of the controls in the Flex is tops, with or without the formidable list of technology that Ford makes available. There's virtually no need to open the manual to operate the secondary controls. There are knobs for the audio system's volume and tuning, as well as the climate control's temperature setting. We did keep grabbing for a non-existent fan knob, and occasionally had to stare at the buttons for the audio system before discovering which of the multiple like-sized ones we needed. Cupholders sprout like dandelions in the spring aboard the Flex, and other niceities like rear-seat HVAC controls and a 110- volt outlet are packed in to make long journeys just a bit more comfortable.

This is an ideal car for gobbling up the miles while dragging a modest brood and their stuff, or carrying a bunch of people armed with credit cards for when you arrive. There's not a huge amount of cargo room when running sold-out seating, but passengers will enjoy good comfort and room, though your more compact acquaintances would be better served in the third row. Besides people hauling, the other trick the Flex excels at is hauling goods. There's a deep well behind the third row, and folding those seats down is an easy strap pull away. The second row seats operate in much the same manner, and when folded, there's a cavern at your disposal. Visibility from the driver's seat is very good, though the sheer size of the Flex may make parallel parking or reversing a little unsettling for the unpracticed. Dark tinted glass out back adds to the difficulty at night, though big mirrors and an available backup camera help. The car-based Flex, however, is immensely easier to position than most truck-based 'utes.



Our interest in this Flex centered on what's packed under that dining room table-sized hood. The EcoBoost engine is strong, yet it doesn't feel laggy in the least, despite (or perhaps because of) the pair of turbos feeding it. There's no wheezing or huffing and puffing, either. Ford's EcoBoost is very much like BMW's lauded twin-turbo six – brawny and drama-free. The EcoBoost even matches BMW's 100 hp/liter output, with the V6's 3.5 liters serving up 355 horsepower. The muscular engine and all-wheel drive system team up to make the Flex confident without exhibiting any bad behavior. It's a relaxing vehicle to drive despite its size.

The standard Duratec 35's 263 horsepower work constantly to keep the Flex going, but the EcoBoost engine only ups the thrust when needed and turns off the huffer when it's not, so the mileage penalty is negligible. More power means not having to flog it so much, too, and the well behaved powertrain would be interesting to sample in something lighter (Taurus SHO notwithstanding). The substantial weight of the Flex smothers some of the EcoBoost's impressiveness, though it will hike up its skirt and zip along quickly without hesitation.



Better still, Ford's six-speed automatic transmission is smooth up and down the ratios, easily one of the best behaved automatics currently on the market. While other transmissions are reluctant to kick down and take an eternity to do anything, Ford's tranny is responsive when left to think for itself and gives drivers what they ask for in an obedient manner. It may be that the engine's big torque mitigates some of the economy-minded shift behavior, or more likely, Ford's put the time into powertrain development to make it good. One bit of ridiculousness is the Flex's paddle shift capability, which seems out of place in this application, but they hardly cost anything, so no harm, no foul. As it is, the transmission is good enough the paddles can be ignored, but if you want to play race driver, they're present, although perhaps not as responsive as Family Foyt would like.

All the standard Flex attributes are there, just amplified.

Even though the Flex is a big, weighty thing with big power, it's not like the old land yachts with big cubes up front and handling that mimics a pat of butter on a hot griddle. All-wheel drive puts the turbo twist to the ground with no drama at the helm. When it's time to change direction, the steering is direct and weighted well, and while lacking in feel, maneuvering the Flex is not like playing a video game, either. On the open road, the wheel settles down and holds straight ahead, making it easy to roll up the odometer without fatigue. Brakes don't seem to lack any effectiveness in practice, though other vehicles on this same platform have posted rather unfortunate braking numbers and fade resistance. The big discs at all corners have a good, progressive feel with a firm pedal, assuming you don't go torching a mountain pass.

A looser suspension calibration with all the power at hand could be truly scary. Thankfully, the Flex has a well-behaved chassis. Quick lateral moves don't upset it. Bumps and suspension impacts don't perturb it much, either. The size is definitely something you're aware of, but the power and solid underpinnings make the Flex EcoBoost an easy plus-sized dance partner on the superspeedway of the everyday commute. There's enough go and control that the Flex EcoBoost drives 500 pounds lighter than it is. The engine is a revver, and the noise up high gets a little gravelly. It's never harsh or offensive though, and the interior of the Flex is quiet and relaxed.



Even the regular-strength Flex is difficult to dislike. It's a well thought-out family vehicle without being a van or SUV (or carrying the associated stigma). And although the price is higher than you'd prefer for a Ford wagon, the Flex is more on par with the Expeditions people eagerly snapped up not so long ago. It's cavernous inside and enormous outside, yet drives better than any silly truck-cum-wagon ever could. And with the Ecoboost V6 under hood, all the standard Flex's attributes are there, just amplified – without a trade-off on the fast-approaching horizon.

[Source: Autoblog]

Felipe Massa comes home to Maranello, meets the new 458 Italia, laps Fiorano, smiles for fans

It doesn't seem like it's been that long, but for Felipe Massa, it must feel like it's been an eternity since he's been up to speed. The Brazilian Formula One driver hasn't been at work since July when he suffered a major blow to the head from some flying debris at the Hungarian Grand Prix.

A lot has happened since then: his mentor and former team-mate Michael Schumacher prepared for a comeback and then had to cancel it due to health concerns of his own, the Scuderia promoted test driver Luca Badoer for a couple of races before sending him home, and then Maranello hired Giancarlo Fisichella to fill in and stay on as a reserve driver for the future. Then they picked up Fernando Alonso to be Massa's wingman next year, and somewhere in the middle of it all, Ferrari launched its first all-new mid-engine production car in a decade. (Not to mention the new engine chief they hired, the senior executive they lost or the new designer who is said to be taking over).

Now, after his prolonged absence, Massa has returned home to Maranello for the first time since the crash. He got some practice time in the simulator before hitting the track in a privately-owned, retired F2007 with GP2 tires to reacquaint himself with his craft. And while he was at it, he stopped by the production line to check out the new 458 Italia.

[Source: Ferrari]

New-for-2010 Mitsubishi Evo MR Touring pricing announced, starts at $40,990

Mitsubishi finally posted pricing information on its new top-of-the-Evolution-ary-chart MR Touring model, and it definitely isn't cheap. A bargain to some maybe, but definitely not cheap. We had first seen this uplevel MR at a local car gathering that seems to attract just about every bit of new enthusiast candy, but back then, they were referring to it as the Limited. Now, it's called the MR Touring and with a base MSRP of $40,990, the top dog Lancer finally cracks the 40K barrier, pushing the definition of "bargain." If you go Sharpie-mad and check every box on the order form, the bottom line might make you think you're actually at an Audi dealer. The full boat 2010 Mitsubishi Lancer Evolution MR Touring would retail for – wait for it – $52,728. Yep, a fifty-plus-thousand-dollar-Lancer. (Editor's note: After checking over the list again, we see that some of the options are indeed redundant. Best we can tell, a Touring would run around $47,000, tops. Still quite a hefty sum though.)

For all those greenbacks, however, you'll get a wonderfully chuckable, largely-aluminum-bodied supersedan with a 291-horsepower turbo four-cylinder, a paddle-shifted dual clutch six-speed transmission, Brembo brakes, 18-inch BBS wheels wrapped in sticky Yokohama Advans, all working through Mitsubishi's Super All-Wheel Control (S-AWC) all-wheel-drive system to propel you along in any conditions on virtually any surface at alarming speeds. But all of that could be said for the regular Evo as well. So what makes the Touring so dear?

What the Touring adds are creature comforts that make the 40-grand price tag potentially less alarming, turning the car into something that can genuinely be cross-shopped against BMW, Audi, Mercedes and the like with few excuses. It's an Evo for grown-ups.

Standard on the Touring are things like a new higher-res info display between the gauges, an Evo-first moonroof, and genuine leather-covered heated Recaros. The car gains a few pounds with the extra equipment and additional soundproofing – even though it saves a bit by dropping the rear wing in favor of a small lip spoiler. The full list of standard and optional features can be found after the jump along with full pricing information. We've also added a new gallery of high-res pics so you can see all of the detail changes for yourself. At $40,000-$50,000 Mitsubishi is entering highly competitive waters, but we think they will find plenty of buyers. After all, the Evo has never been afraid of a little competition.

[Source: Mitsubishi]

Base Price
$40,990 + $720 destination

Standard Features

• 291-horsepower turbocharged 2.0-liter DOHC MIVEC engine
• 6-speed Twin Clutch Sportronic® Shift Transmission (TC-SST)
• Super All-Wheel Control (S-AWC)
• BREMBO® Braking System
• 2-piece front brake rotors with alloy hats
• Aluminum roof, hood and front fenders
• Enhanced interior noise reduction
• 18" x 8.5" BBS® Forged Alloy Wheels with 245/40R18 Yokohama ADVAN® tires
• Power glass sunroof
• Rain-sensing windshield wipers
• Rear diffuser with dual exhaust outlets
• Color keyed rear lip spoiler (Replaces large rear spoiler)
• Sports ABS with Electronic Brakeforce Distribution
• RECARO® semi-bucket racing seats with fixed head rests
• Heated front seats and side mirrors
• Full leather seating surfaces
• Magnesium steering wheel paddle shifters
• FAST-Key electronic keyless entry and starting system
• 710-watt (max.), Rockford Fosgate® performance audio system with nine speakers, including a 10-inch trunk-mounted subwoofer
• 40GB HDD Navigation with Music Server
• Bluetooth® hands-free phone system with voice command recognition
• Seven-airbag safety system including a driver's knee airbag*

Options

Packages
$1999 Navigation System

Accessories
$84 All Weather Floor Mats
$297 Aluminum/Leather Parking Brake Grip
$281 Aluminum / Leather Shift Knob (TC-SST)
$425 Back Up Sensors
$60 Cargo Organizer
$96 Carpet Floor Mats
$456 CD Changer - 6 Disc and Tuner
$107 Chrome Side Mirror Covers
$34 Cigar Lighter
$625 Front Air Dams
$125 Front Brake Air Guides
$515 Front Strut Brace
$319 Intercooler Pipes
$37 "Lancer Evolution" License Plate Frame
$244 Mud Flaps
$2499 Navigation System and Install Kit
$142 RALLIART Spline-Type Wheel Locks
$440 Rear Corner Air Dams
$110 Rear Spoiler Extension
$515 Rear Strut Brace
$506 Rear View Backup Camera
$900 Side Skirts
$85 Side Wind Deflectors
$85 Sunroof Deflector
$32 Wheel Locks

Genuine Mitsubishi accessories are all covered by the limited warranty. Installation labor is not included. See your Retailer for details.

Vehicle Warranty

Bumper to Bumper
3-year/36,000-mile, Bumper-to-Bumper New Vehicle Limited Warranty

Powertrain
5-year/60,000-mile, Powertrain New Vehicle Limited Warranty

Anti-Corrosion
7-year/100,000-mile Anti-Corrosion Perforation Limited Warranty

Roadside Assistance
5-year/Unlimited miles Roadside Assistance

*Airbags can cause serious injury or death to anyone too close to an airbag when it deploys. To decrease the risk of injury from a deploying airbag, all occupants must be properly restrained and seated well back, upright and in the middle of the seat. Do not lean against the door. Always place children 12 and under in the rear seat and use appropriate child restraints. Never place a rear-facing infant restraint in the front seat. See your Owner's Manual and instructions provided with your child restraint for more information.

†See retailer for limited warranty and roadside assistance terms and conditions.

*iPod is a registered trademark of Apple, Inc.

JB Design tweaks Lamborghini Murcielago past the 700 horsepower mark

The Lamborghini Murcielago may be getting old, but the raging bull still has some fight left in it. Some figure it just needs a little encouragement. Like JB Design.

The German tuning house has released a comprehensive tuning package for the LP-640 that leaves no stone unturned. The engine can be upgraded to 714- or 750-horsepower specifications. The shift paddles have been replaced with an F1-style rocker lever. An extensive carbon fiber aerodynamic package includes front and rear spoilers, rear diffuser, front air intake side skirts, and front and rear hoods. The wheels have been swapped out for 20-inch Schmidt Revolution alloys with steamroller Michelin rubber. The interior has been refinished in custom leather, Alcantara and carbon fiber trim. The stock exhaust has been replaced by an adjustable system. And the body has been re-sprayed in a custom paint that costs 280,000 euros per liter ($414k).

The cost of the modifications runs half a million euros (about $740k), but JB Design is looking to offload this particular demonstration car for 355,000 euros ($525k). Such a deal.

[Source: JB Design]
PRESS RELEASE:

JB Design presents the ultimate car among the coupés. The LP 640 JB-R is a sports car of breathtaking fascination, menacingly power and uncompromising luxury. The 12-cylinder engine performs now after power level I (28.000,00 Euro) 525 KW (710 hp). The Lamborghini comes in combination with a changed underbody (ground effect) to an unbelievable final velocity. Not until the sports car has reached 370 km/h the air drag decelerates it. Gears are changed using a F1 steering wheel rocker switch.

No question, with the upgraded LP 640 JB-R JB Car Design has raised the bar for competition in the section super sports cars again a lot: with his increased performance up to 710 respectively 750 hp and his VIP-finishing in "Blood to Black Diamond" he not just delivers again a clear growth in output but an individual visual appearance as well. The patent registered finish is only available through JB Car Design. It costs (ready to be sprayed on) 280,00 Euro per litre and is limited to 911 litre worldwide, whereby the exclusivity is guaranteed.

The sharpened version of the LP 640 JB-R is as close to racing as no other car with MOT approval. But luxury is also to be found, as for example in the interior. The whole interior was colour adjusted to the exterior by using high quality materials in combination with dark red Ultrasuede and black smooth leather in bi-colour as well as little extras made of carbon fibre. In addition very decent and in black: tinted windshield, back and side windows (2.370,00 Euro including the approval of the Technical control board).

After having made over the interior it is now turn of the wheelset. New three part 20" Schmidt Revolution aluminium rims with hardened outer rim made of stainless steel in combination with Michelin wide base tires size 265/30-20 and 335/30-20.

As impressive as the sprint on the long straight stretch might be, most fun with the LP 640 JB- R you have in the curves. This is the reason why JB Car Design has intensified the abrasion by using their own aerodynamic-package consisting of front- and rear spoiler, rear diffusor, air intake in the front, side coverings, side skirts, the front opening hood as well as the engine hood. They have newly adjusted the running gear and tuned the super athlete thus he practically sticks to the street.

The built in, premium flap controlled sport exhaust systems offers the best sound at the push of a button. With the provided remote control the customer can change the sound of the exhaust pipe while driving.

The demonstration car is available for a price of 355.000,00 Euro ( YOC 2008, 9.000 km). The original price incl. the costs of the conversion is 500.000,00 Euro!

For further information please contact: www.jb-cardesign.de