Honda Civic Type R Review

Our first reaction to Honda's production Civic Type R that was presented in Geneva was a strange mixture of excitement and disappointment.

Excitement because Honda seems to have kept its promise of delivering segment-leading performance with the 2.0-liter turbo'd VTEC pushing out 306hp (310PS) and the Type R having lapped the 'Ring (in development-model guise) in just 7:50.63.

The disappointment comes from Honda's unexplained decision to ditch the more streamlined and futuristic appearance of the well-received concept for something that looks like it was cobbled up in a German tuning shop.

Among other things lost in translation were the curvalicious fenders on both ends of the car, the front bumper styling with the LED stripes, the hood vents and of course, the most impressive part of the original study, the 'Devil Horns' rear wing that incorporated a unique set of lights.

2015 Volkswagen GTI Review

The 2015 Volkswagen GTI, based on the seventh-generation Golf, is the automotive equivalent of airline-pilot intercom chatter. You know what we’re talking about: the pilot’s “from the flight deck” speech. His tone is invariably measured and soothing (with a slight quasi-Southern/military accent). It’s the aural equivalent of a cozy comforter. He could say, for example, “Well, folks, both our plane’s wings have been sheared off, making you little more than marrow in a plummeting aluminum bone. So we’re looking at some alternate landing options. We’ll update you when we have more information,” and you’d barely look up from the SkyMall catalog. (Wow, a Hobbit-shaped garden-hose caddy!)

This latest GTI, which doesn’t go on sale in the U.S. until the first half of 2014, is similarly unflappable. Misjudge a decreasing-radius turn? No worries, the GTI has front-end grip for days, and the tail stays planted. And should you have really overcooked it, there’s a stability-control system that you can’t fully turn off anyway. Jab your big dumb right foot into the accelerator too aggressively on corner exit? No sweat. A trick optional electronically controlled, multiplate, limited-slip differential goes to work, guiding the GTI’s faceted nose without interrupting the power delivery. It is a model of decorum.

With the GTI’s quick, new progressive steering rack (2.1 turns lock-to-lock), this car never feels darty or unbalanced, even when pushed hard on the squirrelly hill roads in southern France where we tested European-market versions. The GTI simply says confidently, “Don’t worry, I’ve got this handled.” On the same roads, the Ford Focus ST, the GTI’s most direct competitor, would be hollering, “Woohoo!” and shaking its tail, possibly with its pants off. Which suits you better?

Part of the GTI’s stability comes from its slightly wider front track and a wheelbase 2.1 inches longer than the previous GTI’s, but it’s also simply the product of a company that values dynamic fidelity more than frivolity. The cars we drove were all equipped with adjustable dampers, an option in Europe that won’t be making it to the States. So we’ll have to wait for a final assessment on the finer points of the ride-and-handling picture. Volkswagen has aimed to reduce the body roll, which has always been a part of the GTI’s character. And the company has done a tremendous job of making the GTI feel more planted and agile without sacrificing ride quality. In any of the three damper settings, the GTI is smoother and more compliant than the Focus ST and much more so than the Mazdaspeed 3. This is one hot hatch for adults.

Specifications

VEHICLE TYPE:
front-engine, front-wheel-drive, 5-passenger, 3- or 5-door hatchback

ESTIMATED BASE PRICE:
$25,000

ENGINE TYPE:
turbocharged and intercooled DOHC 16-valve inline-4, iron block and aluminum head, direct fuel injection

Displacement:
121 cu in, 1984 cc
Power (est): 210 hp @ 4500 rpm
Torque (est): 258 lb-ft @ 1500 rpm

TRANSMISSIONS:
6-speed manual, 6-speed dual-clutch automatic

DIMENSIONS:

Wheelbase: 103.6 in
Length: 168.0 in
Width: 70.8 in Height: 56.8 in
Curb weight (C/D est): 3050-3200 lb

PERFORMANCE (C/D EST):

Zero to 60 mph: 5.9-6.2 sec
Zero to 100 mph: 15.6-15.9 sec
Standing ¼-mile: 14.4-14.7 sec
Top speed: 150 mph

FUEL ECONOMY (C/D EST):

EPA city/highway driving: 22-25/32-34 mpg

Price:
$25,605 - $33,460

Lamborghini Aventador Roadster SV Prices

SuperVeloce Lamborghini launches specifications all the way back in 1960, first appeared in Miura, nameplate which basically introduced the world to a mid-engine supercar. Dropped when Miura is stopped, the name SV back almost 30 years later when Lambo Lamborghini Diablo SV 1995-1999 exhibit at the 1995 Geneva Motor Show. Since then, each has got a range topping Lambo SV version. There Murcielago SV, and the Aventador SuperVeloce was presented at the 2015 Geneva Motor Show.
But while the SV badge has graced four different supercar from 2015, not all of then have been offered as roadsters. Miura was built as a coupe only (except for one-off roadster), while the only drop-top version of the Diablo VT was based on a less powerful. The first is the Murcielago SV lost its roof, which makes Aventador only two drop-top Lambo to bring high-performance badge.
Car just broke cover at the 2015 Pebble Beach Concours d'Elegance, which means it's time to take a closer look at the most powerful Lamborghini ever benefit from unlimited headroom.

Prices :

U.S. pricing for the Avendator SV Roadster is not available at this point, but it’s expected to cost around $450,000 before options. For reference. the Avendator SV retails from $400,995. Only 500 will be built.