2009 LP640 Coupeutomobili Lamborghini will present the passionately developed evolution of the Lamborghini Murcielago Coupé at the 76th International Car Show in Geneva.

The new version of this highly successful super-sports car features considerable innovations in terms of body design and mechanics. And also with a new name: Murcielago LP640, which refers to its engine position - longitudinale posteriore - and to its power 640 hp.

Designers and engineers have not only focused on reworking the engine, suspensions, gearbox, exhaust system, brakes and electronics, but also the interior and exterior design; improvements that make the Murcielago LP 640 the most extreme and fastest sports car in its class, placing it at the very top.

The first vehicles will be available in spring 2006. Since the original Murcielago’s debut at the 2001 International Car Show (IAA) in Frankfurt, around 2,000 vehicles have left the car plant in Sant’ Agata Bolognese.

Unmistakable Design
In their reinterpretation of the Murcielago LP640, the designers at the Lamborghini Style Centre have remained true to the traditional Lamborghini principles of purism, sport and function. The Murcielago LP640 now appears even more aggressive, with the new front and rear bumpers contributing significantly to its appearance. The exhaust system terminal has been incorporated in the diffuser on the rear bumper. Other innovations include the rear lights, which enhance the distinguishing features of the Murcielago LP640, making it unmistakable even at night. The design of the sides is also worth mentioning: while the area behind the air intake on the right side is practically closed, the left side features a vast aperture for cooling the oil radiator. Together with the aerodynamically defined front and rear, this proves yet again that the shape of a Lamborghini is dictated by function.

4.4-liter, V-8 engine with TwinPower Turbo technology
400 horsepower Rear-wheel drive 22 mpg hwy*


When the ignition is off and the doors are closed, the only hint of the advanced technologies and entertainment systems along the smooth, black panel are the raised chrome gauge rings and needles. When the door is opened, the gap at the bottom of the chrome rings fills in graphically, and the dials and other displays begin to become visible. Once the engine is started, the black panel instantly comes to life. Where before the display’s borders were ambiguous, now the screen is clear, displaying onboard information and controls with intensified clarity. At night, the instrument panel displays change color from white to BMW amber.
If it’s the driver’s job to drive, it’s the passenger’s job to relax. To that end, we’ve made the rear seating more comfortable and spacious than ever. The BMW 750Li enjoys a longer wheelbase and a noticeably larger door to make it easier to enter the vehicle. The interior space is the most generous in the luxury sedan class with a redesigned roofline for additional headroom. Along with ample room to stretch, the rear seats in the 750Li model include an optional 12-way massager to soothe back muscles by producing a wave motion from the top of the back to the bottom. At the same time, six rotating massage elements work in the shoulder and lower back areas. Furthermore, Optional Rear Comfort Seats are not only individually adjustable, but are heated and ventilated to provide climate comfort as well. In the end, the ride itself just may be the destination.
Safety & Security
Source by BMWUSA

When Italian motorcycle manufacturer MV Agusta first announced the 2010 Brutale, there were some who questioned whether it was rational for MV to attempt an update that made the bike less, ahem... brutal. We decided it would be best to wait and see the bike in person and live with it for a while before making any such judgments – particularly since judging a vehicle solely by its spec sheet almost never has any real merit. And we're certainly glad that we did.

Upon our first few minutes with the new Brutale 990R, we had developed an initial gut reaction: From the instantly recognizable styling to the raspy exhaust note of its heavily revised inline four-cylinder engine, the 2010 Brutale is every bit the sense-tingling naked bike that its predecessor was.

This revelation, though, raises a couple of questions. Is the new Brutale too much like the old Brutale? If so, is that really such a bad thing? And finally, would the new influx of cash and the corresponding watchful eye of current (though probably not much longer) owner Harley-Davidson equal a watered-down Italian experience? To borrow a phrase from the marketing types from The Shack, You've got questions... We've got answers. Read on for enlightenment.


Let's take our usual walk around the new-for-2010 Brutale 990R to take in all the details. At first glance, the casual observer may see very little clues that MV's new naked sportbike is in fact all-new. A closer inspection reveals that nearly nothing is carried over from the last generation. MV claims that over 85% of the 2010 Brutale is new and not interchangeable with the 2009 model, but it still might take a ride or two to prove the new one is sufficiently different from the old. Whether this seemingly carry-over design language is good or bad is up to individual tastes.

As far as we're concerned, the old Brutale was still one of the most visually stimulating designs on the market, and so the fact that the made-over 2010 model looks so much like the previous generation is anything but a bad thing. Further, the more time we spent, the more the unique details and updates jump out at you... so much so that we found ourselves just staring at every angle while conducting our photo shoot as the sun went down behind the mountains. It wasn't until we unloaded our memory card that we realized we had taken over 300 pictures in just one sitting.



On the other hand, we imagine that there is a sizable portion of the population that doesn't want their brand new motorcycle to look anything like its predecessor, especially when said predecessor has been around for nearly a decade. For that contingent, the new Brutale had better offer something to make it stand out from the crowd – namely, an unforgettable riding experience. If that's the case, we come bearing very good news. The 2010 Brutale 990R accelerates, stops and flicks from side to side with an authority that proves the 2010 edition has totally earned its name. On the other hand, it's also significantly more comfortable and accommodating than the first-generation Brutale. Yes, we know that sounds oxy-moronic, but bear with us.

Swing a leg over the 2010 Brutale 990R and you'll find your posterior gently resting on a surprisingly comfortable perch. Yes, it's pretty high up there at nearly 33 inches off the ground, but the reach to the handlebars is now much more comfortable and natural than before, and the pegs have been relocated so that your legs don't feel too cramped. Further refinements to the basic naked package include slightly relaxed steering geometry (a 24.5-degree rake and four inches of trail, for what it's worth) and a 56.6-inch wheelbase made possible by a swingarm that's 20 millimeters longer and 2.2 pounds lighter than before. All of these updates add up to a finished product that's just a wee bit easier to handle than the last Brutale.



That's all well and good, but how does it perform? Twist the key to the On position and you'll be greeted by a chorus of chirps and whirs as the bike's on-board computers go through their initial start-up routine. The dashboard combines a suitably large analog tachometer on the left with a digital display at the lower right of its dial. A much larger rectangular LCD screen displays all manner of important data, including speed, gear indication, water temperature and a chronometer that keeps track of lap times. Once the electronic gadgetry informs you that all is well and good in Brutale Land, it's time to thumb the starter button.

The heavily updated engine fired up easily and reliably every time while in our hands. Fueling seemed pretty good both at docile speeds and when hammering the throttle with aggression, though it responds a bit more violently at part throttle than you might initially expect. Crucially, the 2010 Brutale sounds as if it has extreme antisocial tendencies, and that's even more true as the revs rise. And rise they will, often and with authority. Just as with every one of the 15,400 Brutales sold since its introduction, MV's proprietary inline-four revs from idle to redline with almost as much vigor and verve of a racebike. We didn't get the chance to sample the larger 1078cc model, but we can say with absolute conviction that the 998cc powerplant in the 990R offers up plenty of punch for a bike with the Brutale's lack of bodywork and sit-up-and-beg riding position.



A handful of throttle in first gear from anything over 4,000 rpm will lift the front wheel a few inches off the ground in an extremely controllable fashion, and that rubber won't touch the ground again until you back off the throttle or shift to second for an encore performance. A similar application from the right wrist at anything near double digits on the tach in either of the first two gears will give you a very clear look at the clouds above. Best to keep your right foot hovering over the rear brake to keep those 139 horsepower and 78 pound-feet of torque in check.

The dual front discs with four-piston Brembo calipers combine with the single rear disc and four-piston caliper to provide extremely strong deceleration force, excellent modulation and zero fade despite repeated hard stops. Although the uplevel 1090RR comes with Brembo Monobloc calipers clamping down on discs that are 10 millimeters larger in diameter, we can't imagine any rider finding fault with the binders on the lower-spec 990R we tested. Similarly, the 50-millimeter forks from Marzocchi, which are fully adjustable for compression, rebound and preload, are beyond fault when set up properly for the rider's weight. At the rear, a Sachs shock is adjustable for preload only and we'd say it adequately props up the rear end, but doesn't seem quite as sophisticated or supple as the fork.



Lean angle on both sides is plentiful and the Pirelli Diablo Rosso tires were sufficiently sticky. We never noted any hard parts touching down despite plenty of abrasion on our knee pucks. We're not quite sure what to say about the Brutale's electronic traction control, other than to note that we never felt the need to adjust the bike's computer out of Race Mode or to mess with the eight-way traction control. In any case, we didn't ever sense any evidence of a loss of traction. While a proper session at the track would surely tell the entire tale, we'll just assume our consistently good rear grip means the traction control system worked as designed since we know for sure the bike has sufficient power to slide the rear at will. What we did notice, however, was the unfortunate lack of a slipper clutch, which does come standard on the more expensive 1090RR. When scrubbing speed and downshifting on the 990R, there's a notable amount of tire chirping out back and even a small bit of chatter when getting really aggressive.

In addition to the slipper clutch, which should really be standard fare for a bike of this ilk, there are a few things we'd change about the new Brutale. First, we wish there were less of a style compromise between the 990R and the 1090RR. To our eyes, the color palettes offered on the latter are much nicer than those of the former. We'd also like to see the testa rossa (that'd be the red engine head) standard on the 990R as it is on its pricier brother, as it just screams Italian exotic. Less important, but slightly annoying, was the red on the passenger seat didn't quite match the red of the bodywork. But we're splitting hairs, here.



Beyond those admittedly minor demerits, we love ourselves some Brutale. Yes, it is indeed less frenetic and easier-going than its forebear, but we're putting those attributes firmly in the Positives column, not the Negative. The newly refined machine is just as engaging as it ever was, the styling of the Brutale still stands up to our critical eyes and the updates made to the bike's ergonomics make it a much more inviting option in the face of stiff competition from the likes of the Ducati Streetfighter and Triumph Speed Triple. Finally, we think the $15,000 asking price is pretty damn attractive for what you're getting.

So, the 2010 MV Agusta Brutale somehow manages to live up to the performance heritage set by the original model while also offering useful improvements that make it easier to live with. As they might say in Italy... Mamma mia, ma che bella machina!
source by motoblog

2009 Chevrolet TrailBlazer Overvi

It says something when an automaker sees fit to give the tachometer a place of prominence in the gauge cluster. "We're serious," it implies. Unamused sports cars like the Porsche 911 assign the rev counter a level of gravity beyond being a glorified "engine is running" idiot light. Fortunately, the Paprika Red Subaru Impreza GT 5-door that recently arrived in the Autoblog Garage stated its intentions clearly by placing this most important gauge in its "proper" place. New to the Impreza range, the GT model is a chafing dish full of original WRX simmering through an automatic transmission. An autobox may seem anathema to the 224 horsepower turbo-fed boxer, but we were pleased to discover that all the fun is not sopped up by a spongy tranny.
While the WRX is now defined as a manual-only model packing 265 horsepower, there's nothing intrinsically wrong with the original spec car. Indeed, even with an automatic, there's a firm shove that starts just below 2,000 rpm and surges the sharply creased hatchback forward smartly. The autobox doesn't blunt the turbo powertrain's edge so much as bring some refinement and, dare we say it, maturity.





Everyone has calmed down about the Impreza's new clothes, and the Impreza GT is subtle, even when tinted a shocking persimmon like our test car. Telltale signs of the car's potential are the slightly aggressive front airdam with foglamps in the lower extremities, and a functional hoodscoop that funnels air across the intercooler. The bulge in the hood from its singular nostril creates hypnotic reflections at speed, and it's a bit of visual muscle to remind you that this ain't no Outback Sport. Even with the flared cyclops nostril in the hood, the 2.5 GT flies under the radar more easily than the bulged and bescooped WRX. Handsome 17-inch alloy wheels finish off the GT, and the more you look at it, the better it gets.


A phrase like "sport tuned suspension" might make your rear end run for the nearest pillow, but Subaru has gone far enough to satisfy stiction junkies with a tenacious chassis that doesn't bash occupants into renal failure. The ride has a level of firm control that we expect from a vehicle birthed in the Black Forest. Impacts are absorbed without a visit to bump-stopville, and higher frequency pavement irregularities are mostly filtered thanks in part to a new multilink rear suspension.

The Impreza GT keeps what was good about the last WRX; the punchy drivetrain and trusty handling are even improved this time around. The 2.5 liter force-fed boxer has been twiddled and tweaked to shift the torque peak down a few hundred RPM, and power delivery is satisfying right from idle. Swing the needle on that prominent tachometer past 4,000 RPM, and the engine's normal gravel throat takes on a steely edge as the engine room delivers "full ahead". 224 hp is plenty capable of yanking around the 3,200-lb Impreza 2.5 GT with authority. This car is fast and handles well with well-weighted steering that keeps you clued in on what the tires are up to and allows the driver to precisely dissect corner apexes. There is a reason why the boosted Impreza has been popular among enthusiasts, and it's because the modest car with the Pleiades badges can run rings around lots of iron. An exciting history of motorsports victories doesn't hurt, either.


Accelerate hard, and the 2.5 GT plants and goes. The AWD system's torque marshaling efforts are more noticeable when the go pedal has been flattened, but that was the only time we noticed it working. While the four-speed automatic transmission doesn't scream for extra ratios, they would be welcome. But the auto is tuned well in this application - staying out of the way and not enraging the driver. The Impreza's hardware just does its thing and the car obediently goes where you point it at as high a rate of speed as you'd like. The helmsman gets a chunky leather-wrapped steering wheel with which to do business that offers a pleasing tactile sensation. Tilt and telescope adjustments makes it easier to fit the driving environment to your physiology, too, and the rest of the ergonomics are satisfyingly simple. Simplicity doesn't mean basic; there's automatic climate control, a panoramic moonroof, power windows, a six-disc stereo with aux jack, heated seats and steering wheel controls.


While there's little to want for equipment-wise, the interior materials could be better. The dashboard has a delightful silver swoop reminiscent of the stylish Tribeca's interior, and the innards present well if you ignore the door panels. Scuff-prone and shiny, they feel cheap, which is unbecoming for a vehicle that's otherwise well turned out and comprehensively equipped. The seats, too, feel a bit low-rent on the keister. We'd have liked a few cents more padding and bolstering, especially since the starting price for the Impreza 2.5GT is just shy of $27,000. Other makes are capable of putting nicer interiors in cars costing less, but we can imagine that the Impreza's powertrain is more expensive, so a bargain must be struck.


Putting performance aside, underneath it all, it's still an Impreza. Our five-door tester proved eminently useful, with plenty of front seat space and superb hatchback functionality. Throw four snow tires on this puppy when the white stuff flies, and you've got a vehicular billy goat. It's quieter than we expected, and the power is "just right". The Impreza WRX has traded its bug-eyed visage and frenetic demeanor for lines that are more reminiscent of an Alfa Romeo and a manner that's calmer and more grown up. Subaru is wise to broaden the appeal of the turboed Impreza, and there's still the more hardcore WRX and STI for the young demographic that's been typically associated with these capable cut-rate M3s. It may seem anti-enthusiast to say that we could live every day with a version of a car that's deliberately down on power and carrying an automatic (a four-speed at that), but the 2.5GT packs more performance than you could ever fully exploit during a daily commute. That makes for a car that's civilized but never caught off guard on the street and can mix it up at weekend track events. Add in the practicality of the five-door, and we're happy to see Subaru usher the Impreza into young adulthood.