All Cars Model List: July 2011

Thursday 14 July 2011

2011 Ford Shelby GT500

2011 Ford Shelby GT500, we're sorry to disappoint. Rather than attempt to reinvent an already very capable wheel, Ford has made incremental improvements to the big snake in an effort to squeeze even more performance out of the GT500's already impressive package. The first and most important stop on the upgrade train is under the hood.
Many had speculated that the GT500 would ditch its old Modular 5.4-liter V-8 in favor of a blown version of the hot new 5.0 that recently debuted in the 2011 Mustang GT (and later supercharged for the new Shelby GT350), but that isn't the case. Instead, Ford's Special Vehicles Team decided that the Lotus philosophy of "add lightness" was the way to go. The 5.4's heavy iron block was shuffled off to the scrap heap, replaced by an all-aluminum version of itself. That little trick alone was good for 102 lbs in weight savings.
Of course, aluminum isn't as resistant to the explosions commonly found inside the internal combustion engine as iron and steel, so aluminum-block engines typically require heavy steel liners for the cylinders. To avoid the extra 8.5 lbs of weight gain steel liners would have added, Ford pioneered a process known as Plasma Transferred Wire Arc coating in which a jet of 35,000-degree plasma melts a steel wire and blows the molten steel against the cylinder walls. As it cools, the steel oxidizes to form a super-strong, iron-iron oxide coating.
Back up the new block with a big 2.75-in. exhaust system, a larger two-row intercooler with 40% more capacity, a forged steel crank, and billet six-bolt mains, and you have a recipe for 550 hp and 510 lb-ft of torque. That's 10 more horsepower than the iron-block powering the outgoing GT500. In addition, 80% peak torque is available from 1,750 rpm to the 6,250 rpm redline. What's more, the new engine picks up 1 extra mile-per-gallon in both city and highway driving for a total of 15 city and 23 highway, good enough to ditch the Gas Guzzler Tax that saddled the 2010 model. All that power gets to the ground through the popular Tremec TR6060 six-speed manual only.
Of course, that's just the base model. If you really want to kick it up a notch, you'll pop for the optional SVT Performance Package. Starting at the corners, the SVT team ditches the stock 19-in. wheels for a set of lightweight forged-aluminum wheels that are 19-in. in front and 20-in. in the rear, cutting 4.7 lbs and 2.8 lbs respectively from the base model wheels. Next, SVT wraps them in Goodyear Eagle F1 SuperCar G: 2 tires that are wheel-specific and made exclusively for the GT500 SVT Performance Package.

2011 Ford Shelby GT500

2011 Ford Edge

2011 Ford Edge a simple refresh. Pick nearly any aspect of the popular mid-sized SUV and the Blue Oval's engineers probably tweaked, restyled, or replaced it. It looks and sounds like an all-new edition.
Ford is offering three new powertrains and a revamped transmission to the Edge's SEL, Limited, and Sport lineup. Previously, customers could outfit their Edges with a grand total of one engine and transmission. Now, there's a base 2.0-liter EcoBoost four-cylinder that's expected to deliver best-in-class mpg (though no figures have been released), some 15% better fuel economy than the Edge's current 3.5-liter six. A reworked 3.5-liter (285 hp and 253 lb-ft) puts out 20 more ponies versus the previous edition and is said to be cleaner and more fuel efficient than anything preceding it.
The big brother of the mix is a 3.7-liter V-6 that cranks out a robust 305 hp and 280 lb.-ft. of torque (equal to the 2011 Mustang V-6) and is standard equipment on the Edge Sport. Like the Mustang, both V-6 mills use Ford's TiVCT, or twin independent variable camshaft timing, for improved fuel economy and horsepower, as well as lower emissions. Power is routed through a recalibrated first-generation SelectShift six-speed automatic transmission, though the Edge Sport gets the same unit, but with steering wheel-mounted paddles for a more engaging drive. Slip the gearshift into manual mode and the ECU allows for quick shifts at the rev limit.
Peer closely at the new Ford Edge's exterior and you'll notice the slight, but distinguishable changes. Upgrades like slimmer headlights, a bolder front grille, fresh wheel designs, and a more pronounced chin spoiler create a clean, sophisticated look that's better aligned with its named competitors, the Lexus RX350, BMW X5, Audi Q5, Acura MDX, and Nissan Murano. The A-pillars match more seamlessly with the redesigned hood. At the rear, new taillights achieve a jewel-like appearance and are mated with 4-inch chrome exhaust pipes. A blacked-out grille with matching smoked head and taillights -- plus some painted bodywork -- differentiates the Sport from other trims. Ford calls the design updates "more expressive" and "bolder." From what's been shown so far, we tend to agree.
The front lip spoiler was built with two functions in mind. Along with underbody shields, its secondary role is to aid in reducing interior noise levels by controlling passing air. Thicker rubber subframe mounts and a more robust windshield also help mitigate the first generation's relatively high NVH (noise, vibration, harshness

2011 Ford Edge

Tuesday 12 July 2011

2011 BMW Alpina B7

The F01/F02 BMW 7 Series-based Alpina B7, which is making its North American debut at the 2010 Chicago show, is the latest offering from the Bavarian factory-supported BMW tuner (Alpinas are sold at BMW dealers and covered by BMW warranties) and is only the second B7 to be offered in the U.S.
Underhood, BMW's 4.4L, twin-turbo V-8 remains under the unique Alpina engine cover, but with new pistons, enlarged intercoolers, and a 14.5-psi max boost pressure, the mill produces 500-hp and 516 lb.-ft. of torque -- the latter comes on tap at 3000 rpm. For those keeping score, that's 115 hp per liter, and a worthy improvement over the 750i's 400 hp and 450 lb-ft. This newfound power, Alpina claims, will propel the rear-drive B7 to 60 mph in 4.5 seconds.
Yet acceleration plays but a bit part. In the handling department, angling for a neutral experience behind the wheel, Alpina has fitted shorter springs, dropping ride height by 0.6 inches front and 0.4 inches rear. The B7 also makes use of BMW's Dynamic Damping Control and Active Roll Stabilization, offering three setups: Comfort, Normal, and Sport. Each setting affects items like the suspension, power steering resistance, dampening, and throttle response. Throw the Alpina six-speed automatic into sport mode, and shifts take a "few hundred milliseconds" when commanded by buttons on the back of the steering wheel.
Alpina wraps Michelin PS2 tires, measuring 245/35 front and 285/30 rear, around its unique 21-in wheels. New front and rear splitters compliment the rolling stock, and Alpina claims reduce front lift 30% and rear by 15%. The revised fascia also integrates multiple engine and transmission coolers.
With the performance components set, Alpina turned to the interior, adding illuminated doorsills, hand-stitched leather to the steering wheel, and Myrtle Burl trim, which a wood unique to the B7 and the Pacific Coast. Piano Lacquer interior trim is optional. You'll find Alpina logos on the upper seatbacks, on the LCD cluster, and on a plaque mounted on the inner roof panel just ahead of the sunroof. The standard allotment of 7 Series exterior colors are available, as is Alpina's signature blue metallic.

2011 BMW Alpina B7