High Performance with Bentley Continental GTZ

The 2008 Bentley Continental GTZ is a high presentation sports which features a power engine with a coach built body for a Bentley.

The Bentley Continental GTZ consists of an Aluminum W12 engine with a capability of 5998 cc and the bore measures 84 mm and the stroke measures 90.2 mm.

The engine features dual KKK Turbochargers and 4 valves for every cylinder. The engine delivers a production power of 600 bhp and 533.2 lb-ft torque at 1750 rpm.

The Bentley Continental GTZ features a 6-speed Automatic diffusion and the gear shifts can be performed easily and smoothly even at higher loads.

The Bentley Continental GTZ skin texture cast alloy 20-inch wheels with carbon discs and Anti Braking System. The wheels are wrapped amid Pirelli P-Zero tyres which compute 275/35x20 at the front and back.

The average price for a Bentley is around $200,000 and the most expensive Bentley is the Azure Convertible version costing around $329,000.

Lexus CT 200h Muscle Train

If you have your heart set on a hybrid, but desire a dollop of style and a touch of luxury and sporty tuning, then the 2011 Lexus CT 200h may be just the one you’re looking for.

Arriving next March, the CT 200h motivation Lexus’s fifth hybrid offering—the most of some automobile nameplate. And, with a joint city-highway mileage of 42 mpg, it will be the initial vehicle in the luxury segment to step over the 40-mpg line.

Classified as a dense car, the CT is the nominal Lexus at 170.1 inches long, 69.5 inches wide, and 56.7 inches large. The car is built on a edition of the platform that also underpins the Scion Tc, Toyota Corolla and the superior Lexus HS 250h.

Using the HS 250h’s double A-arm raise suspension, the suspension has been returned for sporty handling and features a Yamaha front and rear damping system that stiffens the formation and minimizes body vibrations.

The CT 200h is powered by an edition of the Prius power train with a proficient Atkinson cycle 1.8-liter four-cylinder engine that generates 98 horsepower and 105 pounds-feet of torque.

Combined with an 80-hp electric motor, a generator and a 202-volt nickel-metal hydride battery bunch, the series and parallel hybrid structure produces a total of 134 hp.

A continuously changeable diffusion, the only transmission available, directs the push to the front wheels. It's fateful that the Lexus CT 200h couldn't come earlier to the Prius's 50-mpg good organization.

New Porsche 911 Carrera S review

The new Porsche 911 Carrera S operates on a much higher performance plane than the seven-year-old model it replaces. With a 0-100kmh time of 4.3sec and a top speed of 302kph, the new model is faster than any of its illustrious forebears by some margin.

Make no mistake, the 991 represents the most significant shift in emphasis for the rear-engined coupé ever – more significant than the progression from the air cooled 993 to the water cooled 996 back in 1996.

Seeing the new car reinforces the impression of Porsche’s revolutionary approach. Haunches widened to accommodate all new underpinnings make the styling significantly more curvaceous and terrific attention to detail endows it with greater precision of build. Its stance is more aggressive, too.

The Carrera S as driven here is claimed to come in at 1415kg with its optional PDK gearbox – some 40kg under the kerb weight of its predecessor.

Inside, there’s a new dashboard, a high-set centre and contemporary looking switchgear. It’s a classy, modern driving environment but it’s not devoid of classic touches.

Cruising at a steady 128kph, in the tall seventh gear, the 911 feels remarkably relaxed and silent. The reworked suspension absorbs transverse joints in the road surface and it copes with potholes with greater aplomb.

With the Porsche Active Stability Management PASM in Normal mode the chassis takes on a new-found calmness. Switching the PASM into Sport instantly heightens the responses – not only in terms of damping firmness but the directness of the steering and sensitivity of the throttle, too.

But there is still less initial impact harshness than with the previous 911, and body movements are wonderfully controlled.

A big surprise are the unfamiliarly subtle messages – or is the lack of them – being relayed back from the newly designed steering wheel. Over the years we’ve become accustomed to the joggling inherent in all 911s up until now.

This inherent on centre movement of the steering wheel at the straight ahead, a measure of liveliness and feedback many consider part and parceled of the driving experience, has been eliminated entirely through the adoption of a new electro-mechanical steering system.