Inden Design Makes a Ferrari F430 Spider

What you see here is a Ferrari F430 Spider that has been modified by an outfit called Inden Design. It’s got all sorts of bells and whistles, and, if you listen to Inden, is better, faster, more well appointed and handles better than the original.

Sure, I guess they could be right. I’ve got no reason to doubt them, but my question about people like Inden Design and other outfits that think it’s a good idea to mess around with stuff like Ferraris and Porsches and etc., is why?

OK, here’s what Inden Design has to say for itself.

In an effort to make the F430 hit 186 MPH (which I already thought the car was capable of stock), Inden Design added a modified front-spoiler to increase the downforce on the front end. The modified side skirts attempt to seal off the lateral edges of the car (although without a complete seal down to the tarmac, I doubt the efficacy of this and always have) and out the back the carbon fiber diffuser and rear valance work together to accelerate the underbody air out the back as rapidly as possible.

Inden Design also added lightweight wheels and gave the F430 an extra 35 HP via a stainless steel sports exhaust system, and replaced the catalytic converters with sound control and test pipes.

OK, but like I said, why?

Sure, taking any car and making it go faster is a fun thing to do, but there’s an interesting conceit at work here and with other tuners that take on Ferraris and other exotics.

Essentially Inden Design (or anyone else that does this) is saying, “Yeah, those guys from Maranello know a thing or two about cars, but I know what can make their cars even BETTER!”

Oh really?

You know better than the most successful team in Grand Prix racing history? The company that has more drivers’ titles, and more constructors’ than any one else in the world? You know more than a company that has THREE wind tunnels running 24 hours a day and think that they got it wrong with their aero kit? You’ve got a server farm that takes up more square footage than an average house that’s dedicated to nothing but computational fluid dynamics to work through the subtleties of the greenhouse tumblehome, do you?

Excellent Bimmer: 2009 BMW Z4

It is rare that the appearance of a car isn’t diminished by the addition of a retractable hardtop roof. The storage requirements for all that metal and machinery usually dictate a wider and higher rear end than is esthetically desirable. Check out the Chrysler Sebring convertible for an especially egregious example.

Not so with the newly grown-up Z4, which may be the best-looking BMW of all. Its tightly-tailored butt is balanced by a long, long front end, with attractive accent lines on the flanks. The effect is to create a modern car with classic proportions. Think pre-war Mille Miglia.

The Z4 interior closes the deal. It combines intelligent functionality and helpful info-graphics with a stylish touch not seen in earlier models, which to my eye were obsessively Spartan.

The Z4’s good looks are combined with stylish road matters. My test car was powered by a 3.0 liter, 255-horsepower inline-six. (The 300 horsepower twin-turbo six is also available). With the automatic transmission, the 3.0 is reported to get the car to 60 miles per hour in six seconds flat. The steering is typically precise, and the suspension produces a nice blend between a sporty ride and one that is comfortable. Mileage is a none-to-shabby 19 miles per gallon city/29 mpg highway.

All of this excellence comes at a price, both financially and functionally. While the base price of the Z4 is $45,750, my test model with the smaller engine came in at nearly $60,000, which included $500 for heated front seats and $350 for a high-definition radio.

That helps explain why Z4 sales are less than robust: BMW sold 361 in July. By comparison, it sold 427 X6s and 807 7 series.

Then there is the matter of trunk space. You’d never get a bag of golf clubs into the trunk of a Z4, but with the top down, you’d have a hard time even squeezing in a shaving kit. That puts a limit on the places you’ll go.

BMW's Z4 tested

Classic proportions, contemporary engineering

This latest Z4 is appreciably longer (147mm), a touch wider (10mm) and negligibly lower (7mm) than the car it replaces. Big news though, is the way it engages the elements…

For the first time in BMW’s history, a roadster with the blue and white roundel has a folding metal roof, enabling the new Z4 to effectively replace two cars simultaneously, soft top and Coupe Z4.

Cabriolet romantics will chafe at this design change, telling all and sundry how few things are as endearing as driving in the rain with a canvas roof in place - muted water-drop-on-canvas acoustics filling the cabin.

I am quite happy to settle for the folding hard-top’s contemporary nature, especially considering its lower levels of noise at high speeds.


Looks good, even with the roof in place. Could do with a more distinguished rear treatment though.

As an object of design the new Z4 might break with Z-series tradition in terms of roof structure, yet it cues classic two-thirds bonnet, one-third cabin and rump roadster proportions.

With an additional 147mm bumper-to-bumper, the new Z4 renders a car frighteningly close to the original 507 in profile.

Around the rear, I prefer the previous Z4’s dual crescent light treatment, yet the new design’s smoother horizontal bonnet lines are undoubtedly elegant. Along the flanks, the first-generation Z4’s heavily sculpted lower accent line is now balanced by a subtle shoulder line contour.

The elongated bonnet is embellished with two central creases which form a V-shape and the BMW roundel has migrated from the bonnet to the bumper.

Overall, it’s a strikingly styled car with a discerning touch of elegance, which is hardly surprising seeing as a woman’s intuition surfaced the exterior – Juliane Blasi’s work is highly commended.

Retract the electro-hydraulic roof and the cabin architecture reveals a familiar BMW blend.


Subtle touches, like those four nautically themed ventilation controls, contribute to make Z4 the best BMW cabin around currently.

Ergonomics are perfect, with a decidedly driver oriented placement of switches, stalks and controls.

From a design perspective, it’s hardly mould breaking yet the new ventilation controls and door trim do their bit to invigorate and distinguish Z4’s cabin from the current fare of underwhelming BMW interior design.

The road- and engine speed dials appear to have come straight off a 1990s 3 Series, bar them being mounted in recessed bezels, yet BMW’s curiously legible fonts and orange backlighting are still strikingly accomplished, even in 2009.

Equipment levels are pretty comprehensive too, with a sunroof (obviously) the only thing missing from the spec sheet.

BMW’s second generation iDrive system is as intuitive as its predecessor was petulant and Z4’s SatNav is wonderfully discerning, pandering to even my substandard sense of direction with insightful menu shortcuts with split-screen options.


Build quality, er, we believe the word is vacillating...

Z4’s roadster configuration ensures the absence of silly pseudo rear-seats and its bootspace is all the better for it, a neat 310l in Coupe trim, 180l with the roof retracted.

Admittedly, if you simply must find space for an additional manbag with the roof down, Merc’s SLK bests Z4’s bootspace by 28l, yet is 10l shy in capacity with the roof deployed.

The last of a breed?

There is little argument Juliane Blasi's Z4 proportions are classic roadster, especially the elongated bonnet.

What nestles just above the front axle though, is what makes this latest Z4 such an alluring prospect - the last mass produced in-line six-cylinder engine around driving an aft axle differential.

Despite other manufacturers pandering to packaging considerations and opting for V-configurations, BMW has stubbornly retained its fabled in-line layout for six-cylinder engines – a mechanical symmetry unmatched for smoothness and acoustic appeal.

Our Z4 test car, being an sDrive35i model, was powered by BMW’s award winning 3l, twin-turbo straight-six, which is quite simply the best production engine in the world. No argument. Frugal, powerful, resonant, it’s all things to all purposes all of the time.

Matched to BMW’s new seven-speed dual-clutch transmission (a R28 700 option), the drivetrain makes for a heady dynamic blend.

Although the DCT ‘box (assembled by Getrag, utilising BorgWarner’s dualtronic clutch system) is a mellowed version of the M3 unit (foregoing launch control), it suits the Z4 application to a tee.

Some dislike its Steptronic layout - symmetrical pull for upshifts and push for downshifts - preferring the tradisional right-paddle pull for upshifts and left-paddle pull for downshifts 'F1' set-up....


19-inch alloy wheels are simple in design (and to clean) yet achingly pretty. Runflat tyres appear to be filled with concrete instead of air though...All things considered, a R13 400 option you can do without.

Purists might lament the 3l turbo engine’s undersquare architecture, resulting in power peaking at a rather sedate engine speed of only 5 800r/min, yet with 400Nm of rotational force available at only 1 300r/min, you’re left with an immensely generous range of exploitable performance.

The DCT transmission’s seven ratios tally consumption between 11- and 12l/100km in daily driving (very reasonable considering the performance) and ensure gloriously impolite sound effects when downshifting before entering traffic circles or leaving your apartment block's car park in the morning.

From a pure throttle-position-to-thrill ratio, the Z4 35i should have the measure of its peers, yet there is one factor mitigating against it – mass.

There is no diplomatic way of saying this – BMW’s Z4, thanks to its 120kg folding roof, is an overweight car. Pretty perhaps, but fat none the less. Merc’s SLK 350, at 1 485kg, appears positively dainty compared to the Z4’s 1 580kg kerb weight.

Around topographically undulating byways, favoured by roadsters on Sunday morning breakfast runs, the Z4 remains curiously engaging though, despite its weight problem.

It might have electric power steering, yet the three dynamic maps (normal, sport and sport+) allow one to shore up an unusual level of linearly geared accuracy and counterweight via the helm.


With only one differential (at the rear) and 225kW generated above the front axle, tyre signatures can be left at will. ABS actuated rear diff-locking function curtails the sliding fun at speed with the ESP partly disengaged though.

Grip is monumental (as you’d expect with such a low centre of gravity and generous rubber at each wheel corner) and mid-corner surface imperfections are unable to unsettle the Z4 when decelerated, set-up dexterously and turned in.

Ride quality though, especially at low speeds, is truly dreadful - thanks to those runflat Bridgestones and their unyielding sidewalls. It’s not as nimble as previous Z series roadsters either, yet outright cornering limits are way beyond what most customers will be brazen enough to explore with the roof down - on public roads anyhow.

When you do get a bit silly, and it’s quite easy to get carried away with the effortless velocity courtesy of the 35i’s blown six, failsafe understeer has been engineered into the package.

You can hang out the tail at low speeds with brutal throttle abuse, yet this is hardly what the Z4 was designed for.

Its rear wheel drive configuration is more biased towards disciplined turn-in characteristics, with the front wheels expertly managing directional changes, unburdened by power delivery duties.

For ultimate handling dexterity a Porsche Boxster remains the better car though.


Looks simply epic, with the enlarged kidneys perfectly balanced against the additional second-generation Z4 sheetmetal.

Design

Classic roadster styling finally does justice to 507 heritage. Tin-top effortless in operation at 20 seconds and detailing should stand the test of time.

Interior

Beyond the absolutely useless sun-visors (they're too small and don't clip out sideways, guaranteeing agony for 20 minutes after sunrise and 20 minutes before sunset driving at a right angle to the sun), it's an ergonomic joy and easier on the eye than any of its siblings.

Despite the fold-out door-pockets it could do with more interior stowage space though. No sunglass holder either. Driving position is ace though.

Driving

World’s best engine, shifting through a superb DCT gearbox – really is like having your cake and eating it. Commendably stable at speed, probingly capable of surgical changes of direction on sweeping roads. Brakes feel the weight when pushing on though.

Verdict

One of the differences between serendipity and irony is the former’s chancing of fate being met with unintentionally fortuitous consequences. BMW gambled by adding a metal-roof to their latest Z series car.

This gamble has paid dividends, heralding a roadster which finally has the styling proportions and presence to do justice to the 507 heritage.

Expensive it may be, but it’s the most accomplished of the modern Z series cars.

Just make sure you order one without those 19-inch runflats.

Pluses

Just look at it

Tin-top practicality

Twin-turbo six/seven-speed DCT combination

Minuses

Not cheap

Range limiting 55l tank

A bit heavy

Horrendous ride quality with optional 19-inch wheels

2009 BMW Z4

The proportion of hard tops to soft tops for convertibles and sports cars continues to evolve -- but not in the way you might think.









Increasingly, manufacturers are equipping their droptops with folding metal contraptions, despite their complexity and cost. The latest example: the 2009 BMW Z4, the first roadster from the Bavarian manufacturer with a hideaway hard top. It succeeds the Z4 Roadster and Coupe.

Others that have recently installed hard tops include Volkswagen's Eos, Infiniti's G37, Chrysler's Sebring and Mazda, which added a disappearing hard top model for its MX-5 Miata.

Usually, in addition to adding cost and lots of whirring and moving parts, a collapsible hard top reduces luggage space and accessibility, though there are exceptions like the MX-5.

But the counterintuitive thing about these engineering marvels is that they have appeared more on cars below the median price line than on the very expensive cars where you might expect them. For example, the $234,000 Bentley GTC Speed has a fabric top, as does BMW's own 650i convertible, which can wind up costing more than $100,000.

One explanation is that fabric technology has advanced to the point where convertibles really don't need hard tops because the soft tops likely can last the life of the car. And the super-luxury cars get tops that resemble the proverbial padded cell.

But Martin Birkman, BMW's manager of product planning and motor sports, has a better analysis of the hard top/soft top dichotomy.

A major reason BMW went to the hard top, he said, is to make the car more appealing to a larger array of people. Aside from the obvious advantage of a cozy car that feels like a coupe with the top up, Birkman says the hard top gives the Z4 more of the character of an everyday car.

He said a single person or a couple might consider using it as their only car, where people who buy expensive soft top convertibles likely view them as toys and not daily drivers. An example is the Audi TTS, a ragtop competitor of the new Z4 Roadster.

The new Z4 certainly is in a price class where it could be considered as an expensive toy. But the powers at BMW obviously also think the hard top will broaden its appeal, not to mention the fact that it replaces two models.

Still, it is not a car for the masses. The base Z4'sDrive30i has a starting price of $46,575 and you can option the more powerful sDrive35i up well north of $60,000. The tested 30i with the optional sport package and heated front seats had a suggested sticker of $49,375.

Though the more powerful 35i likely will find favor with poverty-challenged enthusiasts who just have to have the hottest version in the lineup, the 30i gets the driving juices flowing just as well.

It comes with BMW's famed 3-liter inline six-cylinder engine with 255 horsepower, which drives the rear wheels through a six-speed manual gearbox with a stiff shift linkage but glossy clutch action. The combination is good for a zero-to-60 acceleration time of 5.6 seconds and a top speed of 150 miles an hour, according to BMW's test figures.

If you opt for the $51,505 35i with the twin-turbo, 300-horsepower engine and the amazing $1,525 twin-clutch, seven-speed automated manual gearbox, you gain only six-tenths of a second, hitting 60 miles an hour in five seconds. Top speed is the same.

The seven-speed is a marvel, uncannily pre-selecting gears and snapping off shifts faster than you can think about them. But many enthusiasts likely would be just as happy with the tested six-speed stick shift and naturally-aspirated engine, not to mention saving nearly $6,500.

BMW calls the Z4 a roadster. By its definition, a roadster has a classic configuration of a long hood and a short rear deck. Years ago, a two-seater was considered a roadster if it had leaky side curtains. It was deemed a convertible if it had roll-up windows.

There's no point in arguing automotive theology. The Z4's defining characteristic is its way back seating position, almost over the rear axle. It imparts the feeling of driving the car from the back seat.

It's not a new phenomenon. The long hood/short rear deck has been a characteristic of many American muscle cars. Looking out over that elongated hood, as opposed to sitting in a sports car like a Porsche Cayman or Boxster where you can't see anything but asphalt, has a charm all its own.

The Z4 is a BMW, which means that by definition it is biased toward handling and performance, and that's what you get. It tracks cleanly through the curves and switchbacks and sends back tactile sensations and messages through the steering and brakes.

Tesla Motors' 2010 Sport Edition Debuts

As part of Tesla Motors' opening of its first New York City showroom in Chelsea this week, the company has unveiled the 2010 version of its Tesla Roadster Sport. There are a host of minor upgrades on the Sport edition, including an array of buttons that have now replaced the gear shift lever, according to Syfy's DVICE blog. The automaker also relocated the iPod dock slot, and made available carbon-fiber accents for the interior as an option. This week marks the first time the company has shown the Sport edition in public, according to the report.

In addition, Tesla Motors is now offering financing for its $100,000 sports car. That's just $1,700 per month for five years. (Gulp.) Meanwhile, AutoblogGreen reports on a rumor that other 2010 Tesla Roadsters will soon receive additional upgrades, including improved cooling, an upgraded power electronics module, a revamped A/C system, an auto-locking glove-box when you leave the car, and always-on Wi-Fi connectivity so the car can report back to Tesla Motors (which you can turn off). No confirmation yet from Tesla on any of this, though.

reveals 2010 Roadster, opens NYC showroom

Ever since DVICE first heard about the luxurious all-electric Tesla Roadster, I've been dying to get behind the wheel of one. Today I finally got my wish, taking the 2010 Roadster Sport for a spin on the streets of NYC as the company threw open the doors on its Manhattan showroom on West 25th St.

It was the first public showing of the Roadster Sport, which differs from the previous model only slightly. The gear shift has been replaced by an array of buttons, the iPod dock is in a more convenient spot, and there are a slew of extra options, including the carbon-fiber accents you see in the pics. It also goes from 0 to 60 in 3.7 seconds instead of 3.9. I wasn't looking at the spedometer as I rocketed down 11th Ave., but that felt pretty accurate.

Testing the Tesla Roadster

I'm cutting through the dark on a skinny two-lane side road north of Pescadero, Calif., roof stowed, arms jerking wildly around a tiny, non-assisted steering wheel as turn after blind turn fades into vision. It's so quiet, I can hear the tall grass nipping at the carbon fiber fenders as the little two-seater claws out of the curve and dives into the next. I should be in auto nirvana -- the road's empty, there's no posted speed limit. But I've got other thoughts, like how badly I want a Baja-style headlight bar bolted atop this $122,000 Tesla Roadster.

Owners of Porsche, Ferrari and other six-figure sports cars are used to having such sublime handling, grip and raw power at their disposal. To have it without noise, gasoline or emissions is an entirely new concept to the performance crowd. About 500 of the electric cars have been delivered since production began last year; 800 buyers are on the nearly six month-long waiting list. Chances are, if they push this car like I am, they'll want brighter headlights, too.

I'm on a three-day, 460-mile mission to challenge the Tesla hype and decide if living on 375 volts is actually enjoyable in the gas age. First order of business: I never got close to Tesla's claimed 244-mile range in which the car can drive without a recharge. Had I driven like a maniacal hypermiler and avoided highways, which drain the battery much faster than back roads, I might have hit 200 miles. Regardless, this car has helped foster the EV renaissance, and shown that speed and "green" can coexist in a vehicle.

Selling this hotbed of technology is risky in a depressed market -- especially given that it's a Silicon Valley startup rather than a traditional auto maker -- but Tesla Motors has shaken up the industry. Germany's Daimler AG, maker of the Mercedes-Benz and Smart brands, has a near-10% stake in the company. While most auto manufacturers feel stifled by stricter fuel economy requirements, possible carbon taxes, depressed sales and the occasional government shareholder, Tesla has managed to develop, build and market a hot-selling electric car as both luxury trinket and planet saver in just a few years' time.

Lexus IS250C

2009 Lexus IS250C

July 28, 2009

Lexus’s new IS250 convertible does an admirable job of conquering the elements. By Richard Blackburn.

The concept of open-top motoring is at odds with everything Lexus stands for.

Renowned for its whisper-quite cabins, plush ride and refined engines, the Japanese company has become somewhat of a benchmark for refinement in the industry.

So the thought of allowing the natural elements to intrude into a Lexus must have presented some sleepless nights for engineers.

The level of engineering attention to detail that has gone into the new IS250C is impressive.

Only one panel, the bonnet, is carried over from the sedan. The rest of the panels have been strengthened with high tensile steel and re-shaped in an attempt to retain the IS250 sedan’s body stiffness and aerodynamic qualities.

Under the metal, the car’s platform has been reinforced with steel braces to stop the body twisting with the roof down, while the suspension has been re-tuned to cope with the car’s extra weight and the rigours of open top touring.

The end result is an impressive level of refinement, both with the roof up and down.

With the roof in place, the car feels remarkably similar to the sedan. We’ll reserve final judgement until we’ve done a more comprehensive road test, but the suspension tuning provides a good balance between a comfortable ride and impressive composure during cornering.

There is little evidence of undue flexing of the body over corrugations and imperfections in the road surface, while the car soaks up bigger bumps at speed without much fuss. The steering, while light, is accurate and reassuring.

Inside the cabin, engine and suspension noise are well suppressed, while the front seats provide a good balance between comfort and support.

Unfortunately, the rear seats don’t tell as convincing a tale.

The backs of the front seats have been re-shaped to provide more knee room for rear passengers, while Lexus claims the rear headroom is only millimetres less than the sedan with the sunroof in place. But in reality the rear feels claustrophobic. Taller occupants will find their hands touching the roof, while it is harder to get your feet under the seats and knee room is limited. It’s a four-seater only, so shoulder and hip-room are adequate.

Convertibles aren’t renowned for their spaciousness, but the Lexus is below par in its segment.

The other disappointment with the IS250C is the V6 engine. In the sedan it feels adequate, but with an extra 150kg on board, the IS250C feels a little sluggish. Both power and torque - or pulling power – arrive fairly late in the rev range, which means it can struggle to shift from rest with any great urgency. The engine itself is refined and free-revving and the six-speed auto transmission shifts smoothly, but even using the paddles to shift gears, you always feel you could do with more get up and go.

The V6 does, however, produce a pleasant, high-tech growl at higher revs, especially with the roof down.

Unfortunately, dropping the roof highlights another practical shortcoming of the IS250C: the available boot space shrinks considerably.

Lexus claims the boot space in litres is comparable or better than its main rivals, but the long narrow shape of the available areas makes it difficult to get more than a couple of laptop bags in the boot.

Lexus says the target customers for the convertible are empty nesters and young couples without children, so space is unlikely to be a prime consideration, but nevertheless it is a weakness.

The roof itself opens and shuts in 20 seconds, which Lexus claims is quicker than its hard top rivals, but unlike some of those rivals, it can’t be opened and shut on the run at low speeds.

The rest of the open-top experience in the Lexus is impressive, though.

Very little wind turbulence makes its way into the front seat, even with the roof off and windows down. A wind deflector isn’t available as an option, but you could argue it isn’t really needed.

Road noise is also well suppressed, although there is still some tyre roar on coarse chip road surfaces.

The engine only makes its self heard under hard acceleration, while body-flex is well controlled at highway speeds over most surfaces.

At lower speeds on pockmarked roads, the suspension can get a little fidgety, but overall the driving experience is leisurely and comfortable.

Lexus says the IS250 will be appeal to the emotional and rational sides of convertible buyers.

It may not have the instant emotional appeal of its more established German competitors, but the level of refinement, combined with a very sharp price, definitely make a strong rational argument.

Nissan 370Z Coupe Silverstone Driving Day

Enlarge

Nissan is offering anyone who takes a test drive in its latest Z car, by 31st August 2009, entrance into a prize draw to win a day at the Nissan Race Academy. Taking into consideration the new Nissan is quicker than the Porsche Cayman capable of 0-62 mph in 5.3 seconds this is an opportunity not to be missed. The car can achieve a top speed of 155mph and the new engine under the bonnet is a 3.7litre V6.

The best way to appreciate and enjoy such a performance car is by specialist training. Nissan Race Academy is a five-hour session of adrenaline heaven at the historic Silverstone Grand Prix circuit providing drivers with the chance to experience both the 370Z and the legendary GT-R’s performance under the expert guidance of professional instructors. Plus, on the day, the best drivers will qualify for the ultimate shoot-out to win a full season of racing with Nissan Sports in a 370Z.

Two places are up for grabs in this very special prize draw but, following the test drive, those who go on to order a 370Z before 31st August 2009 will be guaranteed an invitation to the Nissan Race Academy.

Bugatti Royale (Or Bordeaux) Rendered

More speculation about the successor to the Bugatti Veyron has hit the web -- this time in the form of a rendering of the Bugatti Royale (also called the Bordeaux). Obviously, no one will know if this is an accurate representation until it's revealed to a select group of individuals at the Frankfurt Motor Show in September. However, given what we've seen in the teasers and what we know of the upcoming model, most of us think this is in the ballpark. In the meantime, if you'd like to read about a real Bugatti, check

2011 Toyota Prius Hybrid aimed at the European Toyota Auris Hybrid

The prescient Prius peeps over at site All About Prius looked into their crystal ball and speculated that Toyota's highest-volume global car, the Auris, might well underpin the the 2011 low-cost hybrid from Toyota. So the car you see here could be very close to the vehicle Toyota intends for battle with the new Honda Insight here in the U.S.

Last week we told you about this new hybrid that aims to steal some sales success from the cheap new Honda Insight and mused: is this just Toyota's knee-jerk response to gut-punchingly successful Honda Insight sales in only its first month for sale?

2011 Audi A3

335-hp Audi RS3 coming in 2012, will compete with Focus RS

It seems like AutoCar knows everything there is to know about the next-generation Audi A3. After bringing us the scoop on the A3 sedan and the hybrid variant, the UK publication is now reporting that Audi is working on a Audi RS3.

Power for the Audi RS3 will come from a 2.5L 5-cylinder twin-turbo engine making 335-hp and a maximum torque of 332 lb-ft.

The Audi RS3 is expected to make its debut in 2012 and will go head-to-head with the Ford Focus RS and the BMW 135i. Of course there is no word on whether the Audi RS3 will make it to the stateside but we sure hope it will.

2010 Audi A3 Preview

The first new A3 to go in production will be a 3-door sports hatch with a very dynamic line and an ascendant profile. The front will be even more dynamic than it currently is, and the rear will offer an inclined window. The other two will be a 5-door sedan and a convertible.

LEDs will be included in the front lights for daytime use, in the side mirrors and also in the rear as braking lights. The lateral protection strips will be eliminated for a cleaner design. The wheelbase will be slightly increased and the car will also be widened.

New petrol FSI and diesel TDI engines will be offered matched with brand-new gearboxes including a 7-gears dual clutch DSG transmission. A future S3 top model equipped with a turbo engine is expected to offer up to 300 bhp. Also not confirmed, an RS3 might also be possible.

2010 Audi A3

Inside information points that the next generation A3 will also offer hybrid propulsion, test mules from Audi and Volkswagen being currently in tests. The development of the hybrid models is less likely to be ready until 2010; therefore they will not be available at the initial launch of the A3. But they are expected to represent a key element in the popularity of the future model, offering the Audi performance with a low fuel consumption and significantly reduced pollution.

Schumacher back in Formula One

Michael Schumacher

several days of speculation, Ferrari announced on Wednesday that seven-time Formula One world champion Michael Schumacher will indeed replace the injured Felipe Massa in next month's European Grand Prix in Valencia, Spain.

An announcement on Ferrari's Web site said that Schumacher, 40, will begin training immediately to make sure he is in shape for his comeback and that he is ready to go. Schumacher suffered some injuries during the winter after crashing a racing motorcycle, and the team needs to be sure he is fit. Regardless, the news comes as a strange contradiction to what the 40-year-old German's manager, Willi Weber, told the Daily Mail in comments published Tuesday. Webber said that he was "200 percent" sure that Schumacher would not fill the vacant seat. However, AutoWeek reported on Sunday that Schumacher topped the list of candidates for the job.

Sorry, Willi.

"The most important thing first: Thanks God, all news concerning Felipe are positive. I wish him all the best again," the most successful F1 driver of all time said.

"I was meeting this afternoon with [team boss] Stefano Domenicali and [Ferrari president] Luca di Montezemolo and together we decided that I will prepare myself to take the place of Felipe.

"Though it is true that the chapter Formula One has been closed for me since long and completely, it is also true that for loyalty reasons to the team, I cannot ignore that unfortunate situation. But as the competitor I am, I also very much look forward to facing this challenge."

The European Grand Prix on Aug. 23 will mark the first time that Schumacher races alongside Ferrari's Kimi Raïkkönen, and it will be the first time that he experiences F1's new slick tires and kinetic-energy-recovery system. In his favor, upcoming races take place at tracks known to be among Schumacher's favorites: Spa-Francorchamps, Monza and Suzuka. Schumacher has not raced at Valencia, Singapore or Abu Dhabi, which also are among the upcoming events.

2009 Infiniti G37 Convertible starting at $43,850

2009 Infiniti G37 Convertible - Click above for a high-res image gallery

As our First Drive revealed, Infiniti's first folding tin-top is a decent performer and markedly more attractive in appearance than its Germanic competition. And now that pricing has been revealed, the 2009 Infiniti G37 Convertible just got a bit more desirable. The seven-speed, automatic-equipped model starts at $43,850, while the six-speed manual model (6MT in Infiniti parlance) with its standard Sport package comes in at $43,900 (both excludes $865 destination and handling). Just for comparison's sake, the BMW 328i starts at $44,550, while the hotter, twin-turbocharged 335i commands $50,700 for the privilege.

Package pricing is listed in detail below the fold, but for $3,250, the automatic model can be outfitted with the Premium setup, while opting for the Sport 6MT saves you $200 on the same package. Navigation and Technology packages will set you back $1,850 and $1,150, respectively, but if it came time to use our money, we'd just tick the box for the Sport ($1,350 with Premium, $1,550 without) and Performance Tire and Package for $650, along with the "R Spec High Friction" brake pads ($370). Make the jump to start specing your G37 Convertible before it goes on sale June 19th.