* Honda Legend , 3.5-litre, 296 bhp, 5 speed automatic, SH-AWD

*Audi A6, 3.2-litre, 255 bhp, 6-speed automatic, Quattro

Honda Legend

Legend looks a bit too pedestrian to be considered an upscale car. In fact, we came across many conservative people who thought the car looked great, but were shocked to hear that it cost twice as much as a basic Accord. Big 17-inch alloys, twin exhaust tips, HID headlights and LED tails don't do enough to spruce up the bland styling.
But the interior is a different prospect altogether. The cabin design is so unique and trendsetting that it feels like stepping into a more flamboyant car. The dashboard and doors all feature substantial curves and beautiful finishing touches. All cabin materials are high-quality, and most upper surfaces are soft to the touch.
On paper, the solidly-built Legend is littered with gadgets such as turning headlights, navigation, Bluetooth phone and a reverse camera. However, we never noticed the magic headlights, the navigation system did not respond to inputs on our tester, the Bluetooth phone was locked out by the nav system, and the reverse camera has no lines to show the width of our car so we still had to use the mirrors to aid parking.
The V6 engine is somewhat of a weak point for the Legend. While it boasts an impressive 296 hp at 6,200 rpm from only 3.5 litres of displacement, its 351 Nm of peak torque at a high 5,000 rpm means the car feels lethargic at low revs.
Flooring the throttle only results in a sleepy takeoff until higher rpm levels are reached, at which point the car flies. The super-quiet engine is aided by a five-speed automatic with decent paddle-shift functionality, although manual shifting sometimes results in engine stutters at lower gears. We managed a 0-to-100 kph run of 8.2 seconds at best, with traction control off.
Even then, there is no wheelspin because the excellent all-wheel-drive system, dubbed "Super-Handling All-Wheel-Drive" by Honda, kills all wheelspin and allocates power perfectly among the four wheels, as indicated by a little LCD displaying power distribution for each wheel. And this isn't even the real function of the SH-AWD system.

Audi A6

Audi drivers in particular go nuts trying to catch a glimpse of the new sedan and its controversial single-frame grille. As we stop to buy the obligatory toll sticker on the freeway to Austria, five occupants of an A6 Avant swarm out, then fire more questions at us than a trained salesperson could answer. The response during the three-day drive is positive, occasionally even enthusiastic. Thanks to clever advance publicity from the Pikes Peak, Nuvolari, and Le Mans show cars, Audi's future family face is met with almost unanimous approval.
We opted to try the new 3.1-liter gasoline direct-injection V-6 that delivers 252 horsepower and 243 pound-feet of torque, an improvement of 32 horsepower and 22 pound-feet over last year's 3.0-liter unit.
At the top end of the range, there's a 330-horsepower, 4.2-liter V-8 Quattro Tiptronic. Waiting in the wings is an awesome V-10, which is expected to deliver 420 horsepower and 376 pound-feet of torque. Borrowed from the Lamborghini Gallardo, the brawny ten-cylinder will power the sporty S6, and now the new RS6 V10, with 572 bhp.
The A6 3.2 Quattro isn't the fastest car in its class, but its performance is certainly respectable. Audi says it will accelerate from 0 to 62 mph in 7.1 seconds, and it tops out at an electronically limited 155 mph. On the highway, you relish the splendid isolation, the magic carpet ride at 100-plus mph, and the lack of wind, engine, or road noise. The six-speed Tiptronic is an absolute delight. It picks up revs with vigor, doesn't lose much momentum while changing up, and shifts smoothly, except in the busier sport mode. The communication among throttle, engine, and autobox yields prompt and well-balanced shifts instead of rushing or delaying them.


This is some crash tests...So you decide, where do you feel more safe ?

Mazda3 MPS vs. Audi S3

* Audi S3 , 2.0-litre FSI, 261 bhp, six speed manual( optional : seven speed S tonic twin-clutch)

* Mazda3 MPS, 2.3-litre, 260hp, 6-speed manual

Audi S3

Apart from the silver mirrors, a deeper front bumper and a rear diffuser, you would be hard-pressed to pick it out among a line of standard A3s. Even the 18-inch alloys blend in, with only the large S3-embossed brake calipers adding extra presence.

The interior is just as understated. The S3 logos pop up again: this time on the gearlever, steering wheel and rev counter. There are also heavily bolstered front seats and aluminium trim for the pedals, but that's about your lot for sporty extras. The cabin is, however, beautifully put together.
Once on the move, this is a very fast three-door. While it shares the VW Golf GTI's 2.0-litre FSI powerplant, the engine has been tuned to produce a thumping 261bhp. Performance is blistering - 0-62mph takes 5.7 seconds, and the top speed is limited to 155mph. Acceleration is strongest above 4,000rpm. Yet, the rest of the driving experience doesn't match up.

While the quattro drivetrain provides plenty of grip - especially when pulling out of slow corners - there is precious little involvement. This is due mainly to the steering, which is not only too light, but also lacks feedback.

This, combined with the Audi's firm suspension, makes it hard to keep the S3 on a consistent line through bends - constant correction is needed.

BMW's similarly priced 130i is far more rewarding and fun to drive. In day-to-day motoring, the S3 is safe and predictable - but it is not especially exciting. The Golf GTI offers far more for the keen driver to enjoy. There is little compensation in terms of comfort, either, with the S3's suspension struggling to cope with B-road bumps and undulations.

Mazda3 MPS

With 256bhp it was the most powerful front-wheel drive hatch you could buy, if not the best to drive or look at. Now it’s back with an aggressive restyle, plus a whopping extra…sorry, old habits and all that. No, it’s back with exactly the same 256bhp and 280lb ft torque, the same 155mph top speed and the same 6.1sec 0-62mph dash.
There’s revised power steering, sportier shocks and springs, a beefier bodyshell that ups torsional stiffness by 41%, while torque steer is better-quelled by clever electronics to modulate torque delivery, plus a limited slip diff and taller gearing.

Watching the old MPS whizz past was much like watching wallpaper paste dry on a wet winter Sunday – it was drab with a capital Zzz. The new car is far more eye-catching with pronounced bumpers, a chunky rear spoiler and sideskirts plus an Impreza-style bonnet scoop. In fact, it looks quite a lot like an Impreza – elegantly brutal from some angles, plain old gawky from others.

The 2.3-litre turbo four is tractable from very low revs, but the real thrust is delayed to 2600rpm, at which point you get a proper kick in the back. Post-5000rpm it’s a little breathless, but generally the ratios are well judged to land you back in the powerband.
On dry major roads you won’t be unduly troubled by torque steer, even if you do notice it’s there. But take to the back roads and the curse of powerful front drivers is ever-present as the MPS weaves and locks onto camber changes.

BMW Z4 35 vs. Nissan 370Z

* BMW Z4 35i , 3.0-litre, 302 bhp, seven-speed double-clutch

* Nissan 370Z, 3.7-litre, 332hp, seven-speed automatic

BMW Z4 35i

With, or with out, wind in your hair, the Z4 showed an advantage even before we set off thanks to its storage space. Although, roof up, its boot is only slightly more capacious than the SLK’s (310 litres plays 300), the small shelf behind the seats in the cabin (something the SLK lacks) proved ideal as an overflow, so everything we needed for a week in north Wales fitted in – waterproofs, walking boots, camera kit,
self-catering gubbins, a kite, the lot.

Once in Wales, the BM’s twin-turbo 3-litre six made light work of steep gradients (with 295lb ft from a mere 1300rpm, who needs an auto ’box?) and showed impressive levels of economy (28.6mpg average for the week). Meanwhile, the default setting for the adaptive suspension was perfect for cruising around and taking in the views (roof down, natch), and the sportier options were just the ticket for a couple of swift laps of the evo Triangle, where the 302bhp engine got to show the other side of its character.


In short, the Z4 did everything asked of it without fuss. Perhaps that’s why not once all week did I wish I was in a different car, Z4 rival or otherwise. I’m impressed.

Nissan 370Z

The 370Z is shorter, wider and 32kg lighter than its predecessor, and efforts to make it look a little less as if it had been fired down the road from the barrel of a gun have elicited a shape which is marginally fussier and not, to my eye, quite as pleasing. The two seater's couture looks to have been simply melted into place over the engineering hard points, with lashings of shark added to the sharp end. The ubiquitous and increasingly frantic quest for head- and tail-lamp cluster styling novelty continues apace here, the headlamps peeling far back up the bonnet like the eyelids of a man trapped on the wing of a jumbo jet during take-off.

Under the bonnet, a 3.7-litre V6 delivers 326bhp and 269lb ft of torque to the rear wheels via either six-speed manual or seven-speed automatic transmissions, the latter being a first in a Z car. Thus armed, the 370Z will yell from 0-62mph in 5.3 seconds, and on to a governed top speed of 155mph.

And yell it does, for Nissan has somehow contrived to make this gruff power plant sound less than sweet. Perhaps it'll loosen up over time, but there's an underlying harshness about the unit, reminiscent of inadequate lubrication, and too much vibration through gear lever and pedals as the revs build.

An absurdly suburban launch driving route precludes further, detailed impressions, but it is clear from a short foray that, though something of a blunt instrument, the 370Z delivers in the context of its key tenet; maximum bang for your bucks

Personaly, i would chose...:)

Titans Battle

* BMW 750i , 4.4-litre, 407 bhp, six speed automatic

* Lexus LS 460, 4.6-litre, 380hp, eight-speed automatic

Lexus LS 460

The LS series has been the flagship car in the Lexus line-up since its -- and the brand's --launch in 1989. What the big car lacked in pizzazz or sport it made up for in refinement, reliability and technology. The latest generation of the car, its fourth, was first launched in 2007 and, for the first time, included a long wheelbase version of the car, simply dubbed the LS460 L. The L adds 4.8 inches to the wheelbase and overall length.
The new LS 460 Sport variation comes equipped with a sport tuned air suspension, Brembo brakes, 19-inch forged wheels, aero body design elements, and exclusive interior features.


The sole powertrain is made up of a 4.6 liter V8 mated to an industry-leading and world's first eight-speed automatic that turns the rear wheels. The engine is rated at 380 horsepower at 6,400 rpm along with 367 lb-ft of torque at 4,100 rpm in 2WD form, and it drops to 357 horsepower and 344 lb.-ft. of torque with all-wheel drive (AWD).




Options range from heated rear seats and all-weather floor mats to an advanced Parking Guidance System that will parallel park or back the car into a spot, with the driver only required to press the brake pedal.
The optional Mark Levinson sound system is a little more involved in the LS, as expected, with a Reference badge and includes a Hard Disk Drive with the ability to store up to 2,000 songs, 7.1-channel surround sound support and an in-dash six-disc DVD / CD changer capable of DVD video playback. Total system power is 450 Watts split among 19 speakers.

Bmw 750i

The previous BMW 7 Series was the best-selling 7 Series yet. It was also widely considered to be the worst-looking BMW ever. When this ungainly sedan supplanted the timelessly elegant fourth-generation 7 Series in 2002, it was as if the clock had struck midnight and BMW's gilded stagecoach had been transformed into a lowly pumpkin. Happily, the brain trust in Bavaria has waved its magic wand over the all-new 2009 BMW 750i.

With its imposing curbside presence, taut proportions and classic BMW styling cues, the 7 no longer has an exterior only a fairy godmother could love.

And despite the company's continued, arrogant insistence that it had done nothing wrong, BMW has fixed the 7-series. Introducing the all-new 2009 7-series (known within BMW as the F01). It will be sold in the United States with only one engine, the twin-turbocharged 4.4-liter V-8 that debuted this summer in the X6. With 400 hp and 450 lb-ft of torque, the blown V-8 renders the old 6.0-liter V-12 obsolete. The V-12 made only marginally more power -- 438 hp - and about the same torque, at 444 lb-ft.
And though the 750i and the 750Li don't appeal to our eyes, visually, the way that the S-class does, the new 7-series has a lot of tricks up its sleeve. With more gadgets, gizmos, bells, and whistles than your average electronics megastore, the 7-series is as much about its electronics as it is about driving. The dreaded iDrive is gone at last, replaced by an all-new system that will let the 7-series driver actually concentrate on driving his or her Ultimate Driving Machine.

Infiniti M45 vs. Bmw 545i !

Infiniti M45

Slipping behind the wheel of Infiniti’s sleek M45, one can’t help but feel a slight urge to let loose with “Take a look at this, Jonses!” abandon. Surprisingly unpretentious on the outside, the brand’s top-of-the-line sedan is pleasantly luxe upon inspection, proving an ideal accolade for the driveways of suburbia.
We tested the V8-powered machine while cruising Michigan’s highways, acceleration sweetly smooth, coupled with an exceptionally comfortable ride. If first impressions are lasting, Infiniti’s M45 has definite staying power.
ike the phrase that Henry Wadsworth Longfellow gave birth to—“In character, in manner, in style, in all things, the supreme excellence is simplicity”—Infiniti’s M45 delivers grace, elegance and uncomplicated beauty on roads often cluttered with an array of over zealous exterior accenting. We appreciate this car's clean and fluid fashion.
Inside, the same grace flows, blended with ultra-luxe touches like supple leather and genuine aluminum trim. The driver’s cockpit, comfortable and convenient, features 10-way seat adjustments, backlit gauge cluster, easy-to-reach NAV and Bose audio system. Before you take off, program your phone to sync with the car’s hands-free Bluetooth system, a must-have for commuters.

Also on deck is Infiniti’s Intelligent Key—push-button start—as well as a RearView monitor for back-up safety.

Driving the M45 is no less pleasant than admiring it sans motion. Powered by a 3.5L V6 with 275 hp or the titanium-valved 4.5L V8 boasting 325 hp, the vehicle scoots. (We tested the V8, which was quick in response, embodying what we’ve dubbed “sophisticated fun.”) Harnessing engine power is a 5-speed auto transmission with manual shift mode for sporty driving.

Bmw 545i

It’s a rare thing to be able to put your foot down in the BMW 545i. You need plenty of space, a low gear so you’re not advancing at absurd speed when you hear the V8 issue its distant, creamy, hammering wail, and preferably no witnesses, either human or electronic.
This car is not supercar-fast, but it’s more than quick enough for today’s conditions, in the UK at least. The 4.4-litre variable-valve-timed V8 yields 333bhp – 47bhp more than the outgoing model – and 332lbs ft or torque at 3700rpm, which is sufficient to thrust the manual 545i to 60mph in 5.8sec and on to a governed 155mph.
Equally heart warming is the fuel consumption, which on one 320-mile motorway run exceeded 28mpg. And this was in the six-speed automatic version. Admittedly there were no full-throttle moments, but it demonstrates what’s possible if you can resist.
Active Steering is a curious thing. I’ve sampled it several times now, and notice it less on each occasion – which is a compliment. But on a sinuous road tackled at varying speeds, the combination of this and Dynamic Drive make it marginally harder to commit the car completely in a bend, even if there’s absolutely nothing wrong with its grip and agility. The subtle inconsistency of the steering and the near-absence of roll – always a good measure of recklessness – make it harder to know how close you are getting to the edge.

Mighty German brothers

* BMW E60 M5 , 5.0-litre, 507 bhp, seven-speed SMG

* BMW E60 M6 , 5.0-litre, 507 bhp, seven-speed SMG

Bmw M5 & Bmw M6

Stuttgart, Germany — Comparing the BMW M5 with its coupe brother — the M6 — is like arguing over who's hotter: Jennifer Garner or Jessica Biel. What's the point? Any self-respecting guy would be happy with either. Same goes for the M5 and M6. But off to Germany we went, to answer this simple question: If you had to choose (the M5 or M6, not Garner or Biel), which would it be? The M5 and M6 have many similarities, but the one thing that's identical is the drivetrain. And BMW's almighty, all-conquering 5.0-liter 90-degree V-10 is simply magical. This is a supremely advanced powerplant that uses individual throttle valves for each cylinder tied to an electronically controlled throttle-by-wire system; response is immediate. BMW's variable double-VANOS camshaft management continuously varies the valve timing to create better high-rpm power and a very consistent torque curve.

Result is one of the most free-revving engines ever, along with an insanely potent 500 bhp at 7750 rpm and 383 lb.-ft. of torque at 6100. Fire either one of these V-10s up and they sound…like complete rubbish, at least at idle; think of the uninspiring, industrial-sounding hum modern turbodiesels make.It plays such a rippingly beautiful song up to its 8250-rpm redline that you find yourself running up and down through the gears just to hear it one more time.

All this power is harnessed to a 7-speed sequential M gearbox (SMG) operated either by steering-wheel paddles, a center console lever or you can just leave the system in full automatic. This third-generation SMG is far superior to any before, providing jerk-free (computer-controlled) clutch slips as you pull away from a stop. This is the only transmission available for the M5, though a true manual (that's right, with three pedals!) is said to be in the works for the M6. Incredibly quick (though abrupt) full-throttle shifts in the Drivelogic's sportiest setting (of 11 to choose from) mean both the M5 and M6 chirp the rear tires going into 3rd gear.

While this system (like Ferrari's F1 gearbox) is completely state-of-the-art, you do lose the driving pleasure associated with old-school techniques such as heel-and-toe downshifting. Personally, I'd also prefer the paddles to be steering-column mounted instead of wheel-mounted; as someone who shuffle-steers, it can get confusing as to where the proper paddle is.

Which one would you choose ...

Ninjas kombat!

* Mitsubishi Evo X FQ-400, 2.0-litre, 403 bhp , five-speed-manual

* Nissan GT-R,3.8-liter, 473 bhp, six-speed dual-clutch automated manual gearbox

Mitsubishi Evo X FQ-400

Performance-flagship status is conferred by the 2.0-liter turbocharged engine under the hood, which is rated at 403bhp and 387 lb-ft of torque. The power boost comes courtesy of racing-spec high-flow fuel injectors, a new turbocharger and intercooler, and a three-inch exhaust. The ECU has been remapped to help keep the FQ-400 docile at commuting speeds. Mitsubishi reports a 3.8-second 0-62mph run, and an electronically limited top speed of 155mph (249 km/h).

Mitsubishi's rally-bred Super-All Wheel Control (S-AWC) gets the power to the road. Active stability control, center differential and yaw control are on hand to constantly monitor and enhance the EVO X FQ-400's handling. The S-AWC system has three driver-selectable modes for a choice of three different road surfaces; tarmac, snow and gravel. The FQ-400 also has a widened track and the suspension is lowered 30mm. Eibach springs and Bilstein shocks are installed. The Alcon brakes are also modified, with floating sealed discs, lightened components and high-performance pads.

The FQ-400 is set apart from the rest of the lineup visually by its lightweight 18-inch nine-spoke wheels and Toyo Proxes R1R tires. Hood vents and a composite front bumper with extra lighting and HID headlamps give the FQ-400 the look of a roadgoing rally car. The side skirts are made of composite materials. The massive exhaust exits at the center of the rear bumper's carbon fiber diffuser. The EVO's trademark roof-mounted "Vortex Generator" and a rear wing that incorporates a gurney strip are also part of the visual package.

Inside, the FQ-400 sports Recaro seats, a carbon fiber shifter and a unique handbrake handle. Standard equipment includes Bluetooth phone connectivity, a 30-gig hard drive for the sound system, DVD satellite navigation and automatic headlamps.

Nissan GT-R

We know you want the numbers and we're not going to waste your time. Neither is Nissan. Its 2009 GT-R hits 60 mph in 3.3 seconds, quicker than the last Dodge Viper, Corvette Z06 and Porsche 911 Turbo we tested. Keep your foot pinned, and after another tap on the upshift paddle it will clear the quarter-mile in 11.6 seconds at more than 120 mph.

We know this because we've just returned from Japan where we tested a privately owned Nissan GT-R on an airstrip outside Tokyo. The car we tested was a Japanese-spec example with 1,500 break-in kilometers on its odometer. It's owned by Japanese journalist Jun Nishikawa and packs the same hardware the U.S. car will get: a 3.8-liter twin-turbo V6 that generates at least 473 horsepower and 434 pound-feet of torque. It had the same six-speed dual-clutch automated manual gearbox and the same adjustable dampers which, by now, you've read plenty about.

What you likely haven't heard about is this: launch control. Despite its bold 3.5-second 0-60-mph claim, Nissan has been keeping this little bit of technological wizardry a secret. Test a GT-R in the homeland, however, and the need for confidentiality is quickly overwhelmed by the need for speed.

It's even quicker than the Porsche 911 Turbo Tiptronic, but not by much. The German hits 60 mph in 3.4 seconds and blasts through the quarter-mile in 11.6 at 118.5 mph. Due to their lack of all-wheel drive, the Dodge Viper and Corvette Z06 are held back by traction limitations. Despite its 600-hp V10, the last Viper coupe we tested reached 60 mph in 3.7 seconds and finished the quarter-mile 11.8 at 125.3 mph. The Corvette Z06 isn't even close. Once impressive, its 4.1-second 0-60-mph run and 12-second quarter-mile at 121.8 mph are now well off the pace, which is why Chevy is creating the supercharged Corvette ZR1.

It requires 15-inch rotors, six-piston Brembo calipers and sticky Bridgestone Potenza RE070R rubber to bring a 3,836-pound GT-R to rest from 60 mph in only 104 feet. That's only 1 foot longer than the Porsche 911 Turbo equipped with the $8,800 ceramic composite brake package. It's also the same stopping distance as the last Dodge Viper we tested and 2 feet shorter than the Corvette Z06.

Experience tells us that the Nissan GT-R's conventional iron rotors aren't going to endure abuse as well as the 911 Turbo's ceramic brakes, but in a one-stop scenario like this, we have no reason to doubt them. With a solid, effective and intuitive pedal, braking confidence is high. Plus, we're guessing future versions of the GT-R will get brakes as advanced as the Porsche's.

Body kits for Lexus IS-F and Bmw m3

LEXUS IS-F


Lexus IS-F by: Wald International

Lexus IS-F by: MotorworldHype




Lexus IS-F by: 0-60 Magazine





BMW M3


Bmw M3 by: Ac schnitzer

Bmw M3 by: Vertice Design's

Bmw M3 by: G-Power

This is some body kits for higher class, Lexus GS, and Bmw 5 series