Road and Driver

Paris Cars Fuar?n’da previously introduced in the Megane Trophy as unusual design with a rear bumper new Megane RS on 18-inch aluminum alloy wheels, the exhaust pipe at the center position, air entry, LED daytime headlights to attract attention.

To use the same engine used RS’lerde R26′larda new Megane, but the new Megane will be used RS’lerde the 2.0 liter engine’s 250 hp turbo-supported version will be a line. 5500 d / d ‘also produces 250 horse power car 3000 d / d produces 340 Nm torque. This engine produces 230 hp U.S. R26′larda power. A manual transmission this engine, 6 forward RS’in to accompany. RS’ler new Megane 100km / h speed in 6.0 seconds, is expected to rise.

The biggest advantage the double Renault’lar?n front axle suspension system, the size of the new Megane will RS’lerde. This feature can keep under control with the loss of torque. In the same manner used Brembo brakes R26′da systemic RS’lerede to accompany the new Megane.

The Germans give this SUV some (more) attitude.

BY JORDAN BROWN

Porsche has announced plans to offer U.S. customers its latest special edition of the Cayenne SUV. Building upon the sporty Cayenne GTS, this is the third Porsche Design Edition in the series—and the first sport-ute—and gets a host of interior and exterior upgrades that have it looking fit for a German Batman.

Sprayed in what Porsche calls Lava Grey Metallic paint and festooned with racing stripes, the DE3 also features color-matched 21-inch wheels, blacked-out bi-xenon headlights, and tinted windows that add to the SUV’s menacing exterior. Also available to customers at no additional charge is an extended roof-mounted spoiler similar to the one found on the Subaru WRX STI. The final exterior flourishes are the Porsche Design Edition 3 graphics on the doors.

Keep Reading: 2010 Porsche Cayenne GTS Porsche Design Edition 3 - Car News

You’ve seen one at your local ice rink, but how many of you have driven one? Ride along as we take to the ice.

The ultimate in plug and play.

BY AARON ROBINSON

Always leave space in your life for objects that bring out your inner child. We think Maharishi Mahesh Yogi said that, right before inventing the yoga moves needed to get in and out of a Tesla.

Whatever design anomalies, daily annoyances, absurd ergonomics, and ridiculous economics underlie Tesla’s little battery-powered peashooter, the car has one slam-dunk feature: It makes boys out of men.

One driver with gray at his temples and a giggle on his lips recalled when he used to daydream of shrinking down and driving his own slot cars. Another became a comic-book rocket guy, racing to save the underground city. Driving the Tesla is so unlike wheeling a normal vehicle—indeed, even the severely abnormal Lotus Elise on which the Tesla is based—that it’s possible to be transported in mind much farther than in body. Well, anything that extends a Tesla’s range, metaphysical or otherwise, is welcome.

Recall that the Tesla, named for 19th- and early-20th-century electricalüber-inventor Nikola Tesla, is a two-seat targa assembled by Lotus in England and finished by Tesla Motors in San Carlos, California. The aluminum-chassis and carbon-fiber-paneled roadster weighs 2756 pounds, 781 more than an Elise, but is made spunky by a 248-hp, air-cooled AC-induction electric motor fed by 6831 lithium-ion cells resembling slightly overweight AA penlight batteries. No gas, no oil, just juice from the wall socket—amounting to about $4 to $7 worth for a single fill-up, depending on your local electricity rates.

Keep Reading: 2009 Tesla Roadster - Road Test

The ultimate in plug and play.

Putting a Track pack on the popular pony.

BY AARON ROBINSON

A Mustang with a Track pack? Corvettes and Vipers grab the glory for Old Glory at temples of speed such as Le Mans. The lumbering, log-axle Mustang is just a quarter-miler for the tattoo-and-tobacco crowd, right?

Actually,mes amis, the Mustang is America’s other road-racing workhorse. It has its own pro series, the eight-race Mustang Challenge. And there were more than a dozen Mustangs on the grid at Daytona this past January when a Roush-prepared Mustang finished second in the three-hour Koni Challenge race. It made all its rights and lefts better than Porsche 911s and BMW M3s. [Turnkey Mustang drag cars are featured in this month’s Sport, page 110].

No, we wouldn’t expect that hierarchy to hold on the street, even if the 2010 Track-pack Mustang GT is billed as the hairpin-and-carousel king of the newly reskinned Mustang lineup. Still, Ford’s old pony has a long history of making incremental improvements as it ages, and the Track package shows that the late-night lights still burn in some windows at Ford.

Building a Track-pack Mustang on the order form starts with a GT Premium and its 315-hp, 4.6-liter V-8 and five-speed manual, for $31,845. The $1495 Track package swaps out the 3.31 or 3.55 axle for a 3.73 limited-slip rear end with carbon friction plates. The shocks are less forgiving in both compression and rebound, the anti-roll bars are thicker, and dual-piston front brake calipers with performance pads from the 2009 Bullitt model do the stopping. Also, the stability-control system is retuned to tolerate more sideways play.

The world’s cheapest car aims to bring vehicle ownership to the masses.

BY RAY HUTTON

You need to be re-programmed to test the Tata Nano. Normal references do not apply. For the moment, disregard the Nano Europa that appeared at the recent Geneva auto show, as well as the possibility of a U.S. version. Instead, it is the simplest, most basic model that counts: available for as little as $2200, it’s the cheapest new car available anywhere in the world.

We must not forget that the Nano is first and foremost a car for India, a country of about one billion people where fewer than two percent own a car. It was instigated by Ratan Tata, the chairman of the Tata conglomerate, India’s biggest corporation, in a gesture that looks as much philanthropic as business savvy. Watching the way whole families travel on motorcycles—rider, pillion passenger, and two children hanging on—and noting the terrible toll in road deaths involving two-wheelers, Tata called for a safer four-wheeled vehicle that bike riders could afford.

Small Car, Big Ambitions

Everyone knows that small, cheap cars mean small profits, and for Tata the margin on the Nano at its entry price is, well, marginal. But look at the big picture and perhaps we can see the Ford Model T or the Volkswagen Beetle for the 21st century. Through the Nano, Tata of India hopes to become one of the biggest players on the global automotive stage.

The “people’s car” of today primarily has to be for first-time buyers with average incomes way below those of the industrialized Western countries. Ratan Tata’s brief for the Nano was that, apart from being cheap to buy, it must be a “proper” car capable of accommodating five people, exceed Indian safety and emissions requirements, and be economical to run. One look at the Indian market told the Tata engineers that the cost objectives could not be met by stripping out an existing conventional car. The cheapest car on the Indian market, the Maruti 800, is based on an age-old Suzuki minicar and costs twice as much as the Nano.

Keep Reading: 2009 Tata Nano - First Drive Review