Nissan 350Z Convertible review

ON THE ROAD

Performance: The Roadster has the same 309bhp V6 engine and six-speed manual transmission as the coupe, but it’s dragging an extra 150 kilos along as a result of the body-stiffening measures. That’s hardly a problem for such a strong engine, and any performance loss is virtually undetectable. The gearchange is firm and can be awkward.

Ride & handling: The extra weight pays for itself when you take to imperfect or twisting roads. The coupe's chassis stiffness and steering feel have been retained, yet the roadster still rides bumps well. If there’s any criticism to be levelled at the 350Z, it’s that it lacks the ultimate agility of the best sporting coupés and roadsters.

Refinement: If you’re interested in the 350Z roadster, you can forget about the quiet life. You get to hear the snorting exhaust note without it being muffled by bodywork and soundproofing, but you’re also party to too much road noise at times. Buffeting is well contained, though, thanks to the snug driving position and effective glass wind blocker behind the seats.

OWNERSHIP

Buying & owning: With a hefty price premium over the coupe, this is likely to be a rarer car and match the coupé’s strong resale values. That will be some compensation for running costs that will be straight out of the top drawer.

Quality & reliability: The 350Z has an appealing cabin, but not all the plastics – or the way they slot together – are up to Audi standards. Still, the roof looks sturdy, and its furling and unfurling mechanism seems well engineered. Mechanically, we have no reason to assume the car will be anything other than bulletproof.

Safety & security: Canvas roofs are inevitably easier targets than metal ones for thieves, and it’s a concern that there’s so little boot space or in-car storage space for valuables. There’s a full set of airbags on board along with electronic traction and anti-lock braking devices. Roll-over hoops behind the seats offer extra protection in the event of a crash.

IN THE CABIN

Behind the wheel: The low-slung driver’s seat provides plenty of support, and the main bank of instruments moves in unison with the steering column to ensure you retain a clear sight of them. The stubby gearlever could be smoother and lighter in operation, and top-up visibility is worse than in the coupe.

Space & practicality: The 350Z is is roomy enough for a couple of lanky adults, even with the roof in place. However, they had better learn to travel light, for the coupé’s already unimpressive boot space has been halved to make space for the roof to fold away under its flush metal cover. The soft roof folds electrically in 20 seconds. All the driver has to do is hold down a button.

Equipment: Equipment levels are similar to those on the coupe. The convertible comes with air-conditioning, remote central locking, a CD changer, alloy wheels and electric windows as standard. GT-spec adds heated leather seats, cruise control and an upgraded stereo for an extra £2500.

source: whatcar

Chrysler Crossfire, Nissan 350Z and the Audi TT - part 4

Do any of these car are good as convertibles. Top gear review and the result is surprising.

Chrysler Crossfire, Nissan 350Z and the Audi TT - part 3

Do any of these car are good as convertibles. Top gear review and the result is surprising.

Chrysler Crossfire, Nissan 350Z and the Audi TT - part 2

Do any of these car are good as convertibles. Top gear review and the result is surprising.

Chrysler Crossfire, Nissan 350Z and the Audi TT - part 1

Do any of these car are good as convertibles. Top gear review and the result is surprising.

Ferrari F430 Review

ON THE ROAD

Performance: The F430’s new 4.3-litre V8 delivers 483bhp and 343lb ft of pulling strength via a six-speed gearbox with either a conventional floor shift or paddles behind the steering wheel. It pulls effortlessly from 2000rpm, but it’s so fast from 4000rpm to the rev limiter at 8500rpm that it seems as if the world has suddenly speeded up.

Ride & handling: This is the first road car with Grand Prix traction aids, notably an electronic differential to inhibit wheelspin. You can adjust how much help it gives, as well as the degree of anti-skid control and suspension firmness, with a switch on the steering wheel. Its grip defies logic, while ride comfort is good.

Refinement: Part of the appeal of a Ferrari is the noise it makes and you hear it in surround sound with the roof down. When cruising, the F430 is quite subdued apart from some wind noise from around the mirrors. However, squeeze the accelerator and the engine gives an audible reference to your rate of progress. The paddle-shift gearbox is the smoothest yet.

OWNERSHIP

Buying & owning: Anyone who can afford an F430 won’t bat an eyelid at the high running costs. The painful bit is the two-to-three-year wait to take delivery. Resale values are hugely dependent upon mileage, which is why many Ferraris aren’t used as often as is good for them, but Spiders are more popular than closed coupes.

Quality & reliability: One of the great improvements at Ferrari in recent years is the quality of cars leaving the factory. The paintwork is superb and the fit and finish is close to the standards of German sports cars. The mechanical bits, especially, are a work of art and they should prove unbreakable as long as they are maintained properly.

Safety & security: Ferrari claims the F430’s structure is so strong that there’s no need to fit side airbags. The electronic safety aids do their job brilliantly so that even 483bhp and a greasy road is not a daunting combination. Deadlocks aren’t fitted but in the UK Ferrari adds a tracking device to help the police locate stolen cars.

IN THE CABIN

Behind the wheel: These days, you can tailor a Ferrari cabin any way you want. You sit well towards the centre in a snug seat but everything is adjustable and the view out is good for a low, wide, mid-engined car. The roof folds electronically into a tiny space between the passenger cell and engine.

Space & practicality: The F430 is a mid-engined two-seater but within the restrictions this configuration imposes, it does a good job. The central tunnel is slim and, even though the seats are mounted well away from the doors, there's good shoulder room. The front boot is quite small but there’s space for more luggage inside the cabin.

Equipment: The basic specification includes leather trim and electronic safety aids but you can personalise the car any way you want. Racing seats and belts, carbon or aluminium dash trim, a red or yellow rev counter and paddle-shift gearchanging are just some options.

source: whatcar

Ferrari F430 in Top Gear - part 2

The cheapest ferrari. see how fast it is.

Ferrari F430 in Top Gear - part 1

The cheapest ferrari

Greatest Driving Song - Deep Purple - Highway Star

James may try to find out if this is the best driving song of all time

Ford Transit races at Nürburgring part 2

Richard try to do a lap at Nürburgring under 10 minutes

Ford Transit races at Nürburgring part 1

Richard try to do a lap at Nürburgring under 10 minutes

Fiat Panda races with a marathon runner - part 2

Jeremy try to find out if a man can be faster than a car

Fiat Panda races with a marathon runner - part 1

Jeremy try to find out if a man can be faster than a car

What Top Gear think about Mustang

During the news they talk about the new Mustang

TVR Sagaris

This is probably one of the best TVR has ever made.

Mercedes-Benz SLK 55 AMG Review

AMG – the high-performance division of Mercedes-Benz – has developed the new-generation SLK to use a modified 5439-cc V8 engine that produces 355 horsepower and 376 lb-ft of torque for 0 to 60 mph acceleration in 4.9 seconds. Based on the Mercedes-Benz five-liter V8, the larger-displacement AMG powerplant features a forged-steel “stroker” crankshaft with special lightweight aluminum pistons and modified camshafts.

Design Cues from the F1 World

Already serving as the official safety car of Formula 1 racing, the Mercedes-Benz SLK 55 AMG is inspired by the formidable presence of F1 racing cars. The latest SLK is a powerful looking sports car with muscular shoulders and a dynamic wedge shape. The front of the car suggests power and performance by drawing from Formula One characteristics such as an arrow-shaped nose and a long front hood. This muscular appearance is reinforced by two horizontal wing sections in the radiator grille, as well as an extended front apron with a large lower air intake. The designers used styling features like these to emphasize the width of the body, which is nearly three inches wider than the previous generation SLK. Muscular design lines beginning on the hood sweep over the closed retractable hardtop and C-pillars down through the rear apron.

Continuing the same design theme, the interior of the SLK 55 AMG reflects its dynamic and emotional exterior design. The cockpit is an instant focal point as the driver opens the door to reveal two large, clear dial instruments supplying the vehicle speed, engine speed, time and fuel level. These high-quality chrome-trimmed chronometer gauges are slanted toward the driver, providing an excellent view of the gauges at all times. The flowing lines of the hood continue through the dashboard and the center console. Vertical air vents accompany the design lines that flow through the interior of the SLK, blending the door panels with the center console, and completing the cockpit feel of any true sports car.

Stops Like It Goes – Fast!

To balance its impressive engine power, the Mercedes-Benz SLK 55 AMG comes with ventilated, perforated front brake discs that are 340 millimeters (over 13 1/3 inches) in diameter and six-piston calipers. Borrowing another race-proven AMG trick from the track, the compound front discs have an iron friction surface mounted on an aluminum hub that reduces unsprung weight and increases heat dissipation. The compound discs are 20 percent lighter than conventional one-piece discs.

The SLK 55 AMG’s sport suspension includes revised springs, shocks and stabilizer bars for stable, flat cornering as well as exemplary ride comfort.

The Beauty is in the Details

The AMG V8 engine features a wealth of technological details that go well beyond sheer displacement. For example, engineers refer to nearly equal bore and stroke measurements as “square“ design, and many consider a square engine to strike the ideal balance between piston speed (primarily a function of stroke) and allowable valve size (largely determined by piston diameter).

Hollow, forged steel rods are made in one piece, then “cracked” hydraulically, instead of being machine-cut and reground. This irregular fit results in unusual strength and durability, shortening the production process as well, since regrinding isn’t necessary.

To ensure smooth, low-vibration power, the forged “stroker” crankshaft is spin-balanced, while connecting rods and forged aluminum pistons are selected in weight-matched sets. Oil jets driven by a high-volume pump cool the underside of each piston, enhancing durability.

The SLK 55 AMG represents the first time AMG has made use of the Mercedes-Benz seven-speed automatic transmission, which helps make the car both faster and more economical. What’s more, the seven-speed provides smooth, barely noticeable gearshifts.

Even the Retractable Hardtop is Faster

The automatic retractable hardtop of the original car set the SLK apart from its competition. With the top up, it’s a quiet coupe – push a button, and 25 seconds later, the car was topless. The roof of the new-generation SLK goes up and down even more quickly – now 22 seconds – and the folded roof takes up less trunk space, thanks to its pivoting rear window. Like the retractable hardtop of the larger SL model, the rear window of the new SLK pivots to match the curvature of the top, providing nearly two cubic feet of increased trunk room.

source: rsportscars

Mercedes-Benz SLR McLaren Roadster Review

ON THE ROAD

Performance: The 5.4-litre V8 is supercharged to produce 617bhp and 575lb ft of shove. Slide the five-speed auto gearbox into drive, slam the throttle, and the SLR surges to 62mph in just 3.8sec and then goes on all the way to 206mph. Carbon-ceramic disc brakes are fitted as standard.

Ride & handling: Around town the ride is firm, but it becomes far more acceptable at the type of speeds the car was designed for. Despite its size, the SLR changes direction more like a dinky Lotus Elise, thanks to the chassis's stiffness and the car's razor-sharp steering.

Refinement: Blip the throttle and the side-mounted exhaust pipes bark like a couple of angry Rottweilers. At motorway speeds, those massive tyres do generate a fair amount of rumble, but the engine is surprisingly cultured, and even with the roof down, there's little wind noise.

OWNERSHIP

Buying & owning: Even by supercar standards, the SLR is eye-wateringly expensive. It's possible to save a few bob by going for the basic specification, but Mercedes is convinced all buyers will plump for the bigger wheels and leather upgrade, which pushes the price to £350,000.

Quality & reliability: The SLR is a joint effort between Mercedes' engine performance tuners AMG and McLaren. It's built by hand to exacting standards, so you'd expect it to be reliable. Quality isn't an issue - the cabin is beautiful trimmed from the highest quality materials and the fit and finish of all the panels are exemplary.

Safety & security: McLaren's experience in protecting F1 drivers means the SLR has incredibly strong crash protection qualities. Front and side airbags should also help in the event of an accident, while a host of electronic drivers aids and immensely powerful brakes should help keep you out of trouble. If you're crazy enough to steal an SLR, chances are someone will notice - only 20 are destined for the UK each year.

IN THE CABIN

Behind the wheel: Place your order and you'll be invited for a fitting of your own bespoke leather-clad driver's seat. There's also lots of steering-wheel adjustment, so you should be able to make yourself comfortable easily. However, because the car is so big, you'll struggle to see where the bonnet ends. You'll also need to rely on the mirrors and parking sensors to let you know what's behind you, because rear visibility is atrocious.

Space & practicality: It couldn't be easier to get in and out, thanks to those funky 'up-and-over' doors. Unfortunately, although the fabric roof is electrically powered, you need to undo a hefty retaining handle and give the roof a good shove before the electrics take over. At least there are some useful cubbyholes and a fair-sized boot, so there's no need to have your weekend luggage sent on ahead.

Equipment: Everything you need is provided as standard, including alloy wheels, a carbonfibre and leather-clad interior, electrically adjustable leather seats, climate control, sat-nav and a premium stereo. Undoubtedly, though, the best piece of equipment is the sound track from the V8 engine.

source: whatcar

Mercedes McLaren SLR - part 5

Mercedes McLaren SLR - part 5. The last part.

Mercedes McLaren SLR - part 4

Mercedes McLaren SLR - part 4

Mercedes McLaren SLR - part 3

Mercedes McLaren SLR - part 3

Mercedes McLaren SLR - part 2.

Mercedes McLaren SLR - part 2

Mercedes McLaren SLR - part 1

Mercedes McLaren SLR - part 1

Greatest Driving Song - Steppenwolf - Born to be Wild

James take a look at another song in searching for the greatest driving song.

Aston Martin DB9 Review

ON THE ROAD

Performance: The V12 develops 450bhp, but it’s the almost diesel-like pull from low revs that impresses most. The DB9 is now available with either a manual gearbox or a six-speed auto that also functions as a paddle-shift manual. This is not a success – it’s acceptable in auto mode at medium speeds, but press on harder and it changes gear too slowly.

Ride & handling: The steering is too heavy and shudders as you go from lock to lock. The DB9 is at its best on flat, smooth A-roads, where it is composed and grippy. It becomes unruly on anything bumpier, and the traction control is called into use too easily. The ride is on the sharp side of firm, even on the motorway.

Refinement: The Aston’s 12-cylinder engine sounds fabulous, without being in your face on a motorway journey, and the V12 and automatic gearbox are smooth. However, there is far too much wind and road noise at speed.

OWNERSHIP

Buying & owning: The UK will get about a third of the 2200 DB9s to be made each year. That will ensure exclusivity and help to hold up resale values, but should keep waiting lists reasonably short. Naturally, the Aston will be costly to run, but buyers expect that. What might irritate is the short range of the 85-litre tank (fewer than 200 miles).

Quality & reliability The Aston V12 engine has proven itself and the automatic gearbox should also be reliable, though some strange warning messages flashed up on the dash of our test car. The cabin looks great, but some of the materials used are not all they could be, and the fit and finish is a disappointment.

Safety & security: Volvo helped Aston develop the DB9, which has full electronic traction and braking aids and airbags, save for side curtains. It also has a multi-stage deformable front crash structure to cut down on repair bills in a minor shunt and protect in a major one. A Tracker system is fitted to help police find the DB9 if its defences are overcome.

IN THE CABIN

Behind the wheel: The dash is made of matt wood and aluminium, and the rest of the cabin is leather and carpet. The seats are fully adjustable and superbly supportive. The view out is good for a car of this type. The biggest downside is that the minor switches on the dash are too small and are not easy to read.

Space & practicality: The DB9 makes a better sports car or tourer for two than a two-plus-two. With a couple of tallish adults up-front there’s negligible knee space behind, and the roofline restricts headroom aft. Unfortunately, those tiny rear seats can’t be folded to supplement what is a fairly small boot.

Equipment: When you pay £100,000-plus, you expect a high level of equipment and you also want to be able to personalise the car. Aston Martin knows about these things, having been in the luxury car trade for decades, and has fitted the DB9 out accordingly. What that means, though, is that it isn’t as fully equipped as some cars which cost just two-thirds of its price.

source: whatcar

Alfa Romeo Brera Review

ON THE ROAD

Performance: Two petrol engines are offered: a 185bhp 2.2-litre and a 260bhp 3.2-litre V6. A 200bhp diesel is available, too. Either petrol engine provides a great soundtrack and the performance to match. The 3.2 in particular is muscular and swift. The 2.2 needs to be worked harder to make quick progress, but it's no slouch.

Ride & handling: The Brera is fun around corners as well as down straights. The steering is precise and well weighted, although a little short of feedback. Composure and control over bumpy surfaces is matched by a surprisingly comfortable ride for such a sporty car. Push a little too hard and the front tyres will wash wide, especially in heavier V6-engined versions. On the other hand, the four-wheel drive on the V6 models makes for more secure acceleration on greasy roads.

Refinement: There's a pleasant burble from the 2.2 at low revs, and a harder-edged rasp close to the red line. The V6 grumbles in a low, bass voice at idle, and sounds better the harder it's pushed. At a steady cruise, neither engine intrudes, and wind and road noise are kept to acceptable levels.

OWNERSHIP

Buying & owning: Prices are high, starting just below £23,000 and resale values of Alfa Romeos tend to be weak relative to German rivals, like the Audi TT. Running costs on the V6 is also be high.
Quality & reliability The Brera's cabin seems well built from high quality materials. However, Alfa Romeo's performance in recent reliability and customer satisfaction surveys has been disappointing. Company bosses know that quality and reliability need to improve, and they pledge the Brera will win over the doubters. Time will tell.

Safety & security: Under the skin, the Brera is closely related to the 159 compact executive saloon, which has been awarded a five-star safety rating by Euro NCAP crash testers. The Brera has not been tested, but the performance of its sister car bodes well. Safety kit will include stability control and seven airbags.

IN THE CABIN

Behind the wheel: Plenty of steering wheel and seat adjustment should make finding a comfortable driving position easy – unless you're very tall. Legroom is acceptable, but tall drivers will find their heads brushing the ceiling. The panoramic glass roof is largely to blame, such as the Audi TT, although it does give the cabin a more airy feel.

Space & practicality: Although the car has four seats, you'd need a detachable head and arms to make yourself comfortable in the back. Space in the front is also tight. The boot offers 300 litres of space (610 litres with the rear seats folded), but there's a hip-high lip which you'll have to lift your bags over.

Equipment: Dual-zone climate control, a CD player, cruise control, remote central locking, leather upholstery and 17-inch alloy wheels are a standard fit. Standard safety equipment includes stability control and seven airbags.

source: whatcar

Aston Martin DBR9 and Aston Martin DBRS9

A quick look at Aston Martin DBR9 and Aston Martin DBRS9.

Alfa Romeo Brera

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Mercedes SLK55 AMG, Porsche Boxster S and sniper of the Irish guards - part 2

Mercedes SLK55 AMG, Porsche Boxster S and sniper of the Irish guards - part 2

Mercedes SLK55 AMG, Porsche Boxster S and sniper of the Irish guards - part 1

Greatest Driving Song - Golden Earring - Radar Love

James find out which is the best driving song of all time.

Maserati Grand Sport

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Aston Martin DB5 and Jaguar E-Type

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Nissan Murano

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Renault Modus, Honda Jazz, Peugeot 1007 and 3 moms - part 2

Renault Modus, Honda Jazz, Peugeot 1007 and 3 moms. Part 2 where jeremy, richard and james get their mother's help to review 3 small cars

Renault Modus, Honda Jazz, Peugeot 1007 and 3 moms - part 1

Jeremy, Richard and James ask their mom to help them review 3 small cars.