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Brad Keselowski beat the previously dominant Jimmie Johnson out of the pits on the final pit stop to claim round one and the points lead in NASCAR's Chase.

After his first Chase win Keselowski said “what a great start. It's like a heavyweight title bout it's like round one of ten race battle. Makes me feel good about the four other mile-and-a- half tracks.” It was Keselowski's fourth win of the year, eighth in his career and the first time he's lead the points at the Cup level. He, previously, won the Nationwide title.

Celebration of Keselowski's fourth win of the season. (Photo: NASCAR)

Johnson, who won the pole, led a race-high 171-laps, at the two mile oval only to lose the lead and the race with 35 laps to go when Keselowski's Dodge beat him out of the pits.

“Overcame some adversity through or practice sessions, sat on pole, led a lot of laps today, fell some on pit road, race strategy, you name it, we had a very, very solid day. Of course we would have loved to have won the race, but we'll take second and go on,” said Johnson who drove a Chevrolet.

At the time Keselowski exited the pit lane Johnson's crew chief, Chad Knaus, objected to Keselowski, apparently, reentering the track before the blend line. NASCAR officials reviewed tapes of the incident and concluded no violation occurred.

Kasey Kahne took home third place. “It just was a little bit to keep up with Jimmie, and then when Brad came up there later on and they were just better than I was throughout that race.” said Kahne.

Kyle Busch, who is not in the Chase, was the highest placed Toyota driver in fourth.

Jimmie Johnson and Brad Keselowski leading the pack during a restart. (Photo: NASCAR)

Other Chasers suffered like Jeff Gordon who hit the wall with stuck throttle on lap 188 dropping him to 35th place and likely done with a bid for a fifth title. “I just let off the throttle, and it just didn't come all the way back," Gordon said as his crew tried to repair the car. "It was probably about half-throttle, which is still enough to do a lot of damage.”

Then 2003 champion Matt Kenseth had a right rear shock absorber fall off, causing a lengthy repair he finished 18th.

The most serious setback came to Denny Hamlin who came into the Chase as the first seed. He ran out of fuel on the last lap dropping him from 8th to 16th.

Tony Stewart, who finished sixth, is third eight points behind Keselowski. Greg Biffle had the best finish for a Ford driver in 13th.

The final round of this year's FIA GT1 World Championship, which was stage to be held in New Dehli, India will finally take place at Donington Park, UK.

The final round will be presented September 29-30 as part of the last rounds of the British GT Championship.

This decision means that every round of the GT1 World series have been presented in Europe, as the Argentinean and Brazilian rounds were also removed from the schedule.

Photo: Donington Park

The solar park constructed for the Sauber F1 Team in Hinwil by premium partner Oerlikon is now on stream after being officially opened Monday.

It is one of the largest solar car ports in Switzerland. The construction, consisting of 1,573 technically advanced and aesthetically appealing thin-film silicon photovoltaic modules, stretches over an area measuring 2,249 square metres. A roof of one of the factory buildings has been fitted with solar modules and large sections of the company's car park are now covered, which brings a number of benefits.

Photo: Sauber F1 Team

It took just six weeks to construct the solar park thanks to the innovative and cost-efficient way the modules are fitted. The installation delivers 155,600 kilowatt hours of power per year - equivalent to the electricity needs of 44 households - and generates peak power of 173 kWp*. The energy payback time for the thin-film silicon solar modules is less than a year.

Photo: Sauber F1 Team

"We are extremely proud of this sustainable extension to our company headquarters," says CEO Monisha Kaltenborn. "For us, local power genSeration via a photovoltaic installation not only represents another contribution to fulfilling our environmental responsibilities, it also makes financial sense. The installation is cost-efficient and also allows a large number of vehicles to be parked under cover. On top of that, it fits in well visually with our factory as a whole, which is already highlighted by the modernistic glass architecture of the wind tunnel building's façade."

The impact of the installation in terms of sustainability is clear - and neither can it be ignored by anyone passing by the Hinwil factory on Zürichstrasse. A display panel shows information on the system's current output and the energy produced both on that particular day and in total so far.

Photo: Sauber F1 Team

The solar park represents Sauber Motorsport's third major step of 2012 in terms of environmental protection. On 3rd April the Sauber Group's environment management system was awarded ISO 14001 certification and since 3rd May this year the Sauber F1 Team has been greenhouse gas neutral; the team supports a wind park project in India which saves more in greenhouse gas emissions than the Formula One team generates (overcompensation: 30 percent).

Photo: Sauber F1 Team

*One 1 kWp system in this geographical location produces approximately 1,000 kilowatt hours (kWh) of electricity per year and covers a surface area of around nine square metres. This equates to roughly a fifth of the annual electricity consumption of a local four-person household.

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From WRC

Jari-Matti Latvala has done something he hadn't managed for 217 days when he claimed victory on Wales Rally GB this afternoon, his first in the FIA World Rally Championship since Rally Sweden seven months and four days ago.

Co-driven by Miikka Anttila, Latvala took the lead on Friday's third stage and gradually pulled clear at the wheel of his Ford Fiesta RS WRC, reaching the finish in Cardiff with an advantage of 27.8s.

Photo: WRC

Sebastien Loeb beat Latvala's factory Ford team-mate Petter Solberg in a thrilling fight for second place, although the Citroen driver's sequence of wins - which dates back to Philips Rally Argentina at the end of April - is now over.

Behind fourth-placed Mads Ostberg, who was hampered throughout the final day by an engine misfire, Mikko Hirvonen fought back from a frustrating rally to win the event-closing Power Stage. The result means only Loeb and Citroen team-mate Hirvonen can fight for the WRC drivers' title on the final three rounds.

Frenchman Loeb's capture of second came after an epic scrap with Solberg with the pairing swapping position on three occasions on the final day. Solberg started the last stage 0.1s ahead but was unable to prevent Loeb from moving in front.

Final classification:
1. Latvala-Anttila (Ford Fiesta RS WRC) in 3.03'40”3
2. Loeb-Elena (Citroen DS3 WRC) + 27”8

3. P. Solberg-Patterson (Ford Fiesta WRC) + 28”7
4. Ostberg-Andersson (Ford Fiesta RS WRC) + 1'10”6
5. Hirvonen-Lehtinen (Citroen DS3 WRC) + 1'29”5

6. Novikov-Minor (Ford Fiesta RS WRC) + 3'37"0

7. Neuville-Gilsoul (Citroen DS3 WRC) + 4'11”9

8. Wilson-Martin (Ford Fiesta RS WRC) + 6'00"4

9. Prokop-Hruza (Ford Fiesta RS WRC) + 6'58”9
10. Al-Attiyah-Bernacchini (Citroen DS3 WRC) + 9'32”1
Etc.

Championship:
1. Loeb 219 points, 2. Hirvonen 158, 3. P. Solberg 119, 4. Ostberg 114, 5. Latvala 113, etc.

From GMM

Christian "Toto" Wolff on Monday admitted he hopes Pastor Maldonado stays with Williams in 2013.

Venezuelan Maldonado, although winning in Barcelona earlier this year, has been a highly controversial figure on the 2012 grid.

Bringing millions in backing to the famous British team, the 27-year-old is often fast and impressive, but he has also been involved in numerous on-track incidents.

Wolff, the team's shareholder and new executive director, insisted Maldonado is "extremely fast".

"Yes, he seems to struggle in some situations in the race," he also admitted to F1's official website.

Pastor Maldonado, Williams. (Photo: WRi2)

Toto Wolff, however, said he is "100 per cent sure" Maldonado will smooth off the hard edges.

"Remember Ayrton Senna in the beginning? Nobody wanted to touch him," he said. "In those days there weren't many grid penalties, but had there been he would probably have had to go back 10 places on the grid many times."

Wolff said Maldonado will "hopefully" be a Williams driver in 2013.

But what about Bruno Senna? The Brazilian already gives up his car to the Wolff-managed Valtteri Bottas on Friday mornings, and the young Finn is tipped to get a full race seat next year.

Wolff said it is "too early to say" if both of Williams' drivers will still be with the Grove based team in 2013.

"Sure, we are taking different looks at the issue, but the minute we discuss it we are going to mess up Pastor and Bruno - and maybe others that we try talking to - so I would give it another month before we are going to have the first idea of what we want," he said.

Ricky Stenhouse Jr. roared back from a pit stop mistake to take the Nationwide Series win and the series point lead in Chicago.

While rookie, Austin Dillon, and then Kyle Busch seemed to have the competition covered Stenhouse appeared to be shot out of cannon on the final stint with 29 laps to go.

As the new points' leader explained he “seemed to really hit it that last run. I cost us a lot of spots there when I stalled it on pit road so we had to drive back up through the field and then that last restart I felt like we would catch Kyle (Busch) but thought it would take a little longer. He jumped out a little quicker in the runs before and then kind of fell off there towards the end but we were able to catch him pretty quick and take our Mustang to victory lane.”

Photo: NASCAR

Busch, who owned his car, led 50-laps at the 1.5 mile speedway said “we had a good car. It ran well through the race. The six (Stenhouse) comes out of nowhere at the end. They had a fast race car. We had a solid run. Hopefully we can build on that. “

Dillon, trying clinging to the championship hunt championship hunt finished third is now 37 points behind Stenhouse, while his teammate, Elliott Sadler who came to Chicago with a one-point lead is now second 9 points behind after finishing ninth.

Sadler, who has not been renewed by his Richard Childress Racing team was mystified by a radio call to Dillon his teammate after they battled on that last stint.

"I don't know what that means, 'Do not help the 2 (Sadler) ,'" he said when told of the exchange between Stockman (Dillon's crew chief and Dillon)) "We share really good notes, and we always have, so I don't know."

Photo: NASCAR

In the end Stenhouse wants to graduate to Sprint Cup with another Nationwide title. "The last four races, I think, we've finished second, first, second and first, so I think we've got good momentum," Stenhouse said. "But in this business, in this sport, anything can change at any time. You've got to keep your guard up, and you've got to keep not making mistakes.”

It was Stenhouse's seventh career win and fifth this year.

I once owned a Taurus wagon. It was the mid-'90s and my new ride was a 1994 version of Ford's exceptionally popular full-size Taurus. Back then, the Taurus was considered quite advanced for a modestly priced, domestic product.

My ‘94 was equipped with a fuel-injected V6 engine, fully independent suspension and 4-wheel antilock disc brakes. It also had traction control and front-wheel drive. Moreover, the Taurus was somewhat futuristic in appearance, making it quite distinct from the typical sheet metal of the era.


I think it's fair to say that since launching in 1986, the Taurus has been an innovative, milestone vehicle for Ford that has also greatly influenced the domestic mid- and full-size segments, leading to vastly improved products. The prodigy is maintained in the latest generation, and further emphasized in the muscular SHO version.

Mid-cycle refresh for 2013
While the SHO (Super High Output) version of Ford's 2013 Taurus largely retains its stealthiness, it's now more easily recognized thanks to its blacked-out grille, series-specific high-intensity discharge headlamps and painted, machined-alloy wheels.

I find the distinction between the regular Taurus and its “bad boy” SHO alter ego to be just about perfect. Those “in the know” recognize an SHO from blocks away, while those less SHO-aware see it as a hot-looking, full-size sedan. I can assure you of this: Regardless of which group the admirer belongs, they'll want to know more about the car. So here goes.

We distinguish the SHO of the regular with its blacked-out grille and the series-specific high-intensity discharge headlamps. (Photo: Rob Rothwell)

SHO delivers astounding performance
The core of a Taurus SHO is its firepower, which comes in the form of Ford's much lauded DOHC V6 EcoBoost powerplant. It displaces 3.5 litres while generating 365 hp at 5,500 rpm and 350 lb.-ft. of torque at 3,500 rpm, thanks largely to its twin turbochargers.

Those would be impressive figures for a high-output V8 engine, so it's even more sensational to see a V6 hitting such benchmarks. The next best set of numbers apply to fuel economy. It's posted as 8.1L and 12.4L/100km of city and highway driving respectively.

My daily city-based SHO sojourns failed to reach those economy thresholds, as I found myself regularly in the 14L/100km range. I'm sure that my use of the shift paddles to control the 6-speed automatic transmission contributed, in part, to the less-than-posted results; however, really, a 365-horsepower Taurus SHO isn't the sort of vehicle you hypermile (save that for the Prius).

Much of the delight in driving the Taurus SHO is found beneath the right foot, where power is in abundance both off the line and in the passing lane. And it's in the left lane where the SHO really shows its mettle. Passing performance is outstanding and a real attribute of this vehicle, but certainly not the only one.

The core of a Taurus SHO is its firepower, which comes in the form of Ford's much lauded DOHC V6 EcoBoost powerplant. (Photo: Rob Rothwell)

The Taurus SHO is also remarkably stable, regardless of road or weather conditions, thanks to its all-wheel drive (AWD) configuration and 19” or optional 20” wheels. Ford beefed up the brakes as well by revising booster tuning and increasing the size of the front rotors.

They've also incorporated torque vectoring control to augment the torque-sensing AWD system on the Taurus SHO. Torque-vectoring control applies subtle, wheel-specific braking to optimize the performance of the SHO's limited-slip differential.

Ford also improved the SHO's electrically assisted power steering for 2013 to enhance road feel and responsiveness. And frankly, the car excels in this regard. It devours corners with levels of composure and control that completely belie its size and considerable bulk; but there's a price to pay for such exceptional handling capability.

Ride quality may be too firm for some and the MSRP too steep for others
The Taurus SHO would benefit from an adaptive, or driver-selectable, suspension setup. It's a firm-riding car that some may find too rigid for everyday city driving. Yes, the sport-tuned underpinnings are ideal on the highway and on twisty secondary roads, but not so much in the city if comfort is a priority.

Of course, adaptive/adjustable suspension systems are costly and I don't imagine Ford wants to go there; the 2013 Taurus SHO is already a pricey domestic. My tester was pegged at $52,099 before destination and delivery charges.

In fairness, though, it's considerably less expensive than the Audi A6 quattro, and puts more power to the pavement than the German competitor.

My tester was pegged at $52,099 before destination and delivery charges. (Photo: Rob Rothwell)

Taurus SHO wrap-up
The 2013 Taurus SHO is without doubt a great looking performance sedan that's loaded to the gills with hi-tech content, cutting-edge safety, and plenty of occupant protection. It's a large, spacious, highly responsive “driver's car.” Could it be better? I think so.

While the sport-tuned SHO suspension keeps the car flat and tenacious in corners, it tends to deliver too much abruptness to the vehicle's cabin. A more sophisticated setup capable of better road-degradation absorption without compromising the exceptional handling dynamics would enhance this car's day-to-day livability and, by extension, its overall appeal.

As the auto industry's first-ever concept car, the 1938 Buick Y-Job pioneered hidden headlights and other never-before-seen design elements. Now, more than 70 years later, manufacturers keep driving innovation to new heights with cutting-edge prototypes such as the smart forstars.

Motivated by a 60 kW magneto-electric motor from the smart BRABUS electric drive, the zero-emission smart forstars can reach a top speed of 130 km/h. Larger than the fortwo, it also screams for attention with a full glass roof and ''alubeam rouge'' (red) body paint.

However, the most amazing feature of the smart forstars is a Bluetooth-controlled video projector built in the front hood. Combined with additional loudspeakers in the ventilation openings behind the doors, occupants can watch movies on any blank wall for a unique drive-in theatre experience.

The smart forstars will make its world debut at the 2012 Paris Auto Show, which kicks off on September 29th.

Photo: smart

From GMM

Peter Sauber insists he is not worried about the future, despite intense speculation surrounding his Swiss team's 2013 driver lineup.

The impressive Mexican Sergio Perez has been linked with moves to Ferrari or McLaren, while speculation suggests Kamui Kobayashi's place could be in danger due to the well-funded Charles Pic's solid debut for struggling Marussia.

"It's not for nothing that the Brits call this time of year 'silly season'," Sauber wrote in the Swiss newspaper Blick. "Journalists' crazy imaginations can tend to run away."

"From our side there is nothing new on the subject. The situation has remained unchanged for weeks, we are not under time pressure and will announce our drivers for 2013 in due course. There is no deadline. The fact is, the interest in our team is very big," said Sauber.

Sauber drivers, Sergio Perez and Kamui Kobayashi. (Photo: Sauber F1 Team)

Indeed, the Hinwil based camp has been impressive this year with its Ferrari-powered C31; Perez finishing on the podium three times so far.

The usually mid-grid team, meanwhile, has already scored more than double its 2011 points tally.

"Quite a few experts predicted we would suffer a mid-season drop," Sauber explained, "because they assumed that we would be unable to keep up with the rate of development of our competitors. Actually, the opposite has happened: we are stronger now than we were at the beginning of the season. I am convinced that the clearly upwards trend is no accident, but the direct result of our entire organisation."

"Many experts were surprised when we announced our new structure without a technical director," said Sauber, referring to the departure early this year of James Key. "I heard more than once that it (having no technical director) is impossible, but our results say otherwise."

My brother was peeking into my weekly test car, a Scion FR-S, and saw the two pedals and automatic shifter. His excited anticipation was quickly replaced with a curled-up lip, as if the thing had a pink shag interior.

“It's actually really, really fun for an automatic,” I offered. “And you can get a 6-speed stick.”

“Meh.”

In most countries, automatics are reserved for handicapped people and the elderly. In Canada, almost every car sold has one. No wonder enthusiasts (myself included) love to hate automatics.

However, the automatic doesn't actually ruin the sporty experience of the new Scion FR-S. It's not a watered-down, less-credible machine for having it. It's still fun to drive.

Photo: Sébastien DA'mour

No, I haven't relinquished my man-card, and I'd still rather shift myself. But a few automatic testers in recent memory (this one included) managed to entertain my inner driving enthusiast without that all-important third pedal.

The guts of the FR-S' transmission are those of a “normal” 6-speed unit. Lever and paddle-actuated manual shifting is possible. However, unlike so many automatics shifted manually, this one does a great job.

Rev-matching is perfect in both directions. Response to the driver's commands is virtually instant. Ditto for the shifts themselves. Cool sound effects ensue, too. There's even an LED shift-light warning that comes on past 7,000 rpm. The FR-S' automatic is about as responsive, snappy, entertaining and instant as automatics come.

Other machines that pull off a very satisfying manual-mode experience with their automatics? The Subaru Legacy 3.6R, BMW 3 Series, Infiniti G, and Chevrolet Camaro ZL1 come to mind.

However, not all manual modes are created equal. Many included with automatic/DSG/dual-clutch/SST/whatever transmissions aren't even worth using.

Take the Volvo S60, for instance: It's got a 6-speed automatic, but call for a shift from the manual gate and you'll wait the better part of a second before a lazy and non rev-matched gearshift takes place. Possibly in the interest of refinement, the computer denies driver-requested downshifts that would result in high revs, too.

Manual shifting is about instantaneousness control and cool downshift noises -- not waiting for a computer to validate your request. Other manual modes that aren't worth using include those in the Dodge Charger, Mazda3 and Lexus IS 350 AWD.

Want the best manual-mode experience possible? Check out the BMW M3. With the dual-clutch transmission dialed into its hardest shift setting, a click on the upshift paddle at full throttle out of first results, instantly, in a lurch forward, a positive “WHAM” through the driveline, and about 10 feet of rubber left on the road. The Porsche 911 Carrera S is in the same ballpark.

If you're not rich, anything with a DSG transmission from Volkswagen is nearly as much fun if (for whatever reason), you can't get the manual box.

But, back to the Scion. I'd order mine with a manual, in black. However, I'm happy knowing that if I needed (for whatever reason) to order my FR-S with an automatic, I'd still have fun.

Cadillac's revolutionary CUE infotainment system is being launched with training and support resources to enable dealers and customers to provide feedback, ask questions and access support in a number of ways.

These include the CUE App for iPad users along with the MyCadillac App and OnStar RemoteLink App which are available for the iPad and iPhone.

“CUE is intuitive, bringing touch and voice controls into the car in a really unique and helpful way,” said Don Butler, U.S. vice president of Cadillac marketing. “With CUE becoming a signature feature of Cadillac, and with the launch of the XTS luxury sedan, this is an opportunity for us to build a new level into the luxury customer experience.”

As a matter of fact, every Cadillac dealership in Canada and the U.S. will have a trained technology expert to assist customers.

“We've built a thorough approach, enabling customers to give us feedback on the technology as they use it, as well as providing support for dealers and buyers who have questions,” Butler added.

Photo: General Motors

The all-new Lexus LF-CC, which will have its world premiere at the 2012 Paris Auto Show, foreshadows the launch of a next-generation midsize coupe from Toyota's luxury division.

Proudly sporting the spindle grille that's become the signature of Lexus, the LF-CC stands out with a unique 3 LED-projector headlamp design housed in the narrow gap between the lower and upper fender surfaces. The independent Daytime Running Lights (DRLs) are fully integrated into the upper bumper surface, while the broad lower fenders are aerodynamically sculpted to manage the flow of air to the engine bay and front brakes.

Inside, the dashboard is divided into two distinct zones: a Display Zone with a multi-display screen above an Operation Zone which allows access to the uniquely designed shift lever and an innovative ''touch tracer'' display for remote control.

The Lexus LF-CC combines a 2.5L 4-cylinder engine with a high-output electric motor to form a full hybrid powertrain. Technical specifications and other details will be revealed upon the model's debut in Paris.

Photo: Lexus

The original Land Rover Range Rover redefined off-road vehicles upon its launch because it was the first vehicle that combined off-road abilities with luxury features. Hence, it went on to become the choice vehicle for the rich and the royals.


Over 40 years on, the Range Rover still holds firm to its core values, as a new 2013 model is about to hit the Canadian market.

The 2013 Land Rover Range Rover has been reengineered from the ground up to improve on its own formula. Not only will the new model sport a new look, tying it to the smaller Evoque model, it will also get a new interior that will have a much more modern look than the outgoing model.

At 196.8 inches in length, it is roughly the same size as the outgoing model, however, the new model does have more interior space, especially for rear-seat occupants who will now enjoy an extra 4.7” of legroom. The extra space comes courtesy of a longer wheelbase, which grew by 1.65 inches.

At 196.8 inches in length, it is roughly the same size as the outgoing model. (Photo: LAnd Rover)

Front seat or back, all occupants will get to enjoy a Meridian sound system developed exclusively for the Range Rover, which now comes as standard. However, those who want more can opt for the Signature Reference by Meridian sound system, which pumps out 1,700 Watts of sound through its 29 speakers.

Cosmetics and luxuries, however, play a very small part in this redesigned 2013 Range Rover. The big story is its weight, or a lack thereof. This new model features an all-aluminum unibody structure that is 39% lighter than the all-steel construction of the previous model.

This lighter structure of the 2013 Range Rover will not only help the vehicles ride and handling characteristics, but also improve its fuel consumption. Just how much less does it weigh over the old model? In Canadian spec, the base model weighs in at 2,200 kg, that is 318 kg less than the outgoing model -- which is truly very impressive.

The lack of weight will also help its performance. For example, the new Range Rover Supercharged with its 5.0L, supercharged V8 motor, which produces 510 hp, can accelerate from 0-96 km/h in just 5.1 seconds; that is 0.8 seconds quicker than the outgoing model, despite having the same power. Base engine for this new 2013 Range Rover will still be the normally aspirated, 5.0L V8, producing 375 hp, which is also carried over from the outgoing model. New, however, is its 8-speed automatic gearbox developed by ZF.

The base model weighs in at 2,200 kg, that is 318 kg less than the outgoing model. (Photo: Land Rover)

To ensure that the new 2013 Range Rover will work every single day, Land Rover put it on a tough testing regiment. A fleet of test vehicles covered millions of miles over an 18-month period that took these vehicles in over 20 countries and not only were they subjected to on- and off-road tests, but also hot and cold weather extremes. They do want to get this model right and shake off their image of being unreliable.

The lighter and smarter 2013 Range Rover will be on sale in Canada by December 2012. No pricing information has been released at this point.

The 25,000 spectators at the 6 Hours of Sao Paulo, the fifth round of the FIA World Endurance Championship, were treated to the sight of a flawless outright victory for the No.7 Toyota TS030 Hybrid.

Alex Wurz and Nicolas Lapierre started from pole position and led nearly the whole race, only leaving Audi to enjoy a brief moment at the head of the time sheets during the first pit stop.

Photo: WEC/Florent Gooden

The Japanese constructor was certainly helped by the only safety car period of the race, the two German LMP1 prototypes finding themselves behind the second safety car while the first was ahead of the Toyota. However, the Franco-Austrian duo had already built a comfortable lead on track, aware that the two Audis could do more laps in a stint between two pit stops.

In the end, the first three cars in the overall classification all finished on the same lap after six hours of racing.

Race results, LMP1 category
1 7 Toyota Racing Wurz / Lapierre Toyota TS030 - Hybrid 247 laps 6h01'08.356
2 1 Audi Sport Team Joest Lotterer / Fässler / Tréluyer Audi R18 e-tron quattro 247 laps +1'00.778
3 2 Audi Sport Team Joest Kristensen / McNish / Di Grassi Audi R18 ultra 247 laps +1'14.679
4 12 Rebellion Racing Prost / Jani Lola B12/60 Coupé - Toyota 242 laps +5 Laps

The Canadian Auto Workers union said it will focus bargaining efforts on Ford Motor Co. because it believes it has the best chance of reaching an agreement with the company before a strike deadline tomorrow.

A territorial dispute between China and Japan worsened as Prime Minister Yoshihiko Noda said he'll demand the Chinese government ensure the safety of Japanese citizens, thousands protested in Chinese cities and Toyota and Panasonic reported damage...

First Look: Lexus LF-CC Concept

Want a sneak peek at the next Lexus IS? Look closely.

Want a sneak peak at the all-new Lexus IS sedan that’s supposed to launch next year? You’re in luck: the Lexus LF-CC concept, which debuts next week at the 2012 Paris Motor Show, is essentially just that.

Photo Gallery: First Look: Lexus LF-CC Concept - Automobile Magazine

Photo Gallery: First Look: Lexus LF-CC Concept - Automobile Magazine

First Look: Lexus LF-CC Concept | Digg It | Add to del.icio.us

It was hard not to feel conspicuous, gliding down the main street of this working-class Ontario town in a $209,000 luxury sedan worth more than the cost of an entry-level home. The 2012 Panamera Turbo S doesn't exactly scream "ostentatious luxury" - it's more of a golf-whisper - but it attracted plenty of attention and comments during my week-long test drive.

And yet, not once did I encounter any resentment, nor derision towards a car that's provoked its share of both from media and German sports-car fans alike. For some reason it's in vogue among the more cynical of the automotive press to slam the Panamera, while the un-jaded see only a beautifully crafted luxury sedan with plenty of presence.


The 4-door Porsche
When first introduced in 2010, the Porsche Panamera drew clamourous objections from devoted Porschephiles the world over. The very anathema of what established Porsche as one of history's finest builders of pure sports cars, the Panamera was not only a four-door, it was large, heavy and - gasp - replete with cosseting, weight-adding luxury. Pundits dismissed its unusual styling as awkward and ugly.

But, such an impassioned response proves the strength of devotion among the disciples of Zuffenhausen. Perhaps, considering that expanding the lineup to attract deep-pocketed buyers of luxury sedans can only help offset the costs of producing limited production, extreme sports cars. The consolation is that there's a now a choice for the brand-conscious status seeker, leaving the raw driver's machines to the enthusiasts.

Certainly, the Panamera has proved a huge success with the well-heeled demographic, who've snapped up enough of them to make the plush four-door the top-selling Porsche in several markets - and No. 3 here in Canada. And this one, the top-spec Panamera Turbo S, has proclaimed itself the world's best-performing four-door.

Moving off, the Panamera feels extremely large, and it takes a few minutes to get accustomed to its width and length. (Photo: Lesley Wimbush)

Polarizing powerful Porsche
At first glance, the Panamera Turbo S appears a lot like an oversized and stretched 911 coupe. The front three-quarter view presents a beautifully proportioned sedan, particularly lush in my tester's rich chocolate brown. It's only when viewed from the side that any claims of ungainliness are justified: the roofline does not flow smoothly through the bulbous arc of the rear hatch. Pushing the button that deploys the jaunty rear spoiler (in itself a fascinating exercise of technical origami) offsets the large rear end rather nicely.

Speaking of which, the "S" badge fixed to that rump defines this Panamera as one of Porsche's specially tweaked turbo models. Underhood (yes, another buck against its usually rear or mid-engined tradition) is the same 4.8L V8 found in the regular Turbo model - but the turbos and engine controller have been modified to squeeze out an extra 50 hp and 37 lb-ft of torque (which rises to 74 with "over boost" engaged). The final specs are 550 hp/553 lb-ft, with a rather stupefying 590 lb- ft. of twist during over boost.

If those numbers leave you feeling giddy, the $41,800 premium above the regular Panamera Turbo will have a cold sobering effect. But for that price, Porsche throws in as standard a host of features only available as options on the rest of the lineup. The Turbo S boasts the Sports Chrono package with launch control, a torque vectoring rear differential, Dynamic Chassis Control anti-sway system, and of course the Porsche Active Suspension Management System, or PASM, with settings that firm up the air suspension and lower the car by 25 mm.

The final specs are 550 hp/553 lb-ft, with a rather stupefying 590 lb- ft. of twist during over boost. (Photo: Lesley Wimbush)

Regal interior, rapid performer
The interior of the Panamera S is a very fine place to be. My tester's cockpit is a study in fragrant butterscotch hides culled from plump Austrian cows. The headliner is soft, creamy suede; the dash, console and steering wheel are wrapped with hand-stitched leather. The console itself is festooned with buttons, at first confusing but quickly becoming intuitive. My personal favourite is the one for exhaust enhancement, transforming the mellow burble into a surprisingly raunchy bark.

Moving off, the Panamera feels extremely large, and it takes a few minutes to get accustomed to its width and length.

Does it feel like a 911? Of course not. But the AWD Panamera is surprisingly balanced for such a big car. The ride is creamier, yet without wallow. Switch on sports mode and the hardened-up suspension combined with the tympanic thrumming of the low profile tires remove all illusions of soft civility. The throttle mapping adjusts the marvellous 7-speed PDK transmission shifts to machine-gun rapidity.

The speed-sensitive steering is lighter than that of its sports-oriented brethren and while it might not be as talkative as that of the Cayman R or Boxter, still provides plenty of feedback.
Despite the stupefying amount of power on tap, it's doled out in such a beautifully civilized, linear progression that it's startling to find the speedometer has crept into the big ticket zone.

The 1,995 kg sedan effortlessly sprints from zero to 100 km/h in 3.8 seconds, which makes the optional $10,100 Ceramic Composite brake package seem like good insurance.

The console itself is festooned with buttons, at first confusing but quickly becoming intuitive (Photo: Lesley Wimbush)

The posh Porsche
Although its prodigious display of power is certainly spine-tingling and thrilling, the Panamera Turbo S is equally satisfying when driven slowly. Effortless and easy come to mind. As a cruiser, it's majestic.

More expensive than competitors Mercedes-Benz S63 AMG, or Audi S8 and more polarizing than either, the Panamera Turbo S is also faster and more agile.

As for its looks - beauty is entirely in the eye of the beholder.

This 2012 Porsche Panamera Turbo S review was originally published on Auto-Venus.com.

That's what humanitarian organization Empowerment Plan has decided to create in order to help Downtown Detroit homeless people. As part of its support, GM bought 2000 yards of car-insulation scraps and donated them to Empowerment Plan founder Veronika Scott.

This fabric, used to as interior insulating material in the Chevrolet Malibu and Buick Verano, is also waterproof; it will be used as insulating material for the production of more than 400 jackets that can be transformed into sleeping-bags, which will be handed out to some of the many homeless in that city, giving them a fighting chance over the cold winter months.

Mrs. Scott employs eight homeless women full-time in order to produce these jackets, at a rate of 150 per month. What's more, because of this donation, GM also helps reduce the volume of waste created at its production facilities. Hats-off to these two organizations for this great initiative!

Photo: General Motors

Photo: General Motors