[align=center]Found this empty space on the MCF [/align][align=center][:-][/align][align=center]Below are Road Tests from MotorWeekofvarious cars [/align][align=center]for members to read about.[/align][align=center][/align][align=center][/align][align=center]Even when thrown in hard, the Mustang platform maintains its balance and keeps the rear-end planted, unless you get seriously overenthusiastic with the throttle. That throttle controls the Mustang GT's 4.6-liter single-cam V8. It pumps out 300 horsepower and 320 pound-feet of torque. [/align][align=center][/align][align=center]The Mustang Glass Roof may offer a lot more sunshine than a standard Mustang, but other than the extra rays, the cabin is 100% Dearborn pony car. [/align][align=center]Mustang Glass Roof is right on the mark. So, after nearly 45 years, the Ford Mustang still manages to transcend time and fashion to capture our hearts, and with a new Mustang waiting in the wings, Ford's formula of constant pony car upgrades is proving smarter everyday. [/align][align=center][/align][align=center]Members, do you like the glass roof ?[/align][align=center]What do you think of the Mustang ?[/align]

 

December 2008By John Davis and Dave DursoHost of MotorWeek
>
One of the greatest things about the auto industry is how quickly a far out, truly unique feature, from a very expensive exotic or even show car, can work its way down to models that most people can afford to own.
Only a few years ago, cars with a continuous glass top, that made up the entire roof structure from windshield header to the rear deck, were limited to brands like Ferrari and Porsche, along with a smattering of futuristic concept cars.
Now, for under $25,000, you can have this show car feature on America's favorite pony car, the Ford Mustang. Ford used the 45th anniversary of its iconic sports coupe to introduce the Mustang Glass Roof.
The panoramic roof itself is a huge piece of darkly tinted glass that blends with the Mustang's normal fastback glass backlite. Its sunlight reflective properties reduce the energy needed by the car's air conditioning system by 20%, while also helping to keep interior fabrics from fading and deteriorating. On days where the sun is just too intense, a manually operated roller blind covers the entire glass surface. It provides much of the look and feel of a traditional headliner.
Ford engineers made sure that when designing the Mustang Glass Roof that there would be no compromises compared to a steel top version. The top maintains the same structural integrity as the normal hardtop. In addition, noise, vibration, and harshness are controlled by a special layer of sound absorbent vinyl that is sandwiched within the glass roof.
The end result is a Mustang that allows owners to enjoy the outdoors year round without lowering a convertible top or opening a conventional sunroof. The factory installed glass roof is also affordable with an option price of under $2,000 on V6 and GT coupes. That's only about 40% of the premium of upgrading from a Mustang Coupe to a Mustang Convertible.
If you crave sun, why not catch the video rays of MotorWeek's roadtest of the 2009 Ford Mustang Glass Roof to be broadcast on episode #2817 which airs on PBS during the week beginning December 26th and on cable's SPEED beginning December 29th.
For sun worshipers, especially those that live in a less than sunny year round climate, the 2009 Ford Mustang Glass Roof is a tough act to put in the shade.
Click here to find out when your local PBS station airs MotorWeek.

 

ENGINE: 5.3-liter V8
HORSEPOWER: 303
TORQUE: 323 lb feet
0-60 mph: 6.0 seconds
60-0 mph: 138 feet
1/4 Mile: 14.5 seconds @ 101 mph
EPA: 18 mpg city/28 mpg highway
2006 Monte Carlo SS
Program #2528
Chevrolet Monte Carlo is the most winning car name in NASCAR racing history, and that heritage is certainly evident in the shape of this new 2006 Monte Carlo SS. Now when Chevrolet puts the SS, or Super Sport, badge on a car or truck, it means get ready for a bit more performance than its everyday kin. But this year the Monte Carlo SS gets an extra big dose of oomph with its first V8 since 1988.
Chevrolet's Super Sport badge is a dead giveaway for extra juice under the hood. But for the 2006 Monte Carlo SS, it's a totally modern pushrod V8 that delivers that big extra thump. That big power comes from a small block 5.3-liter, the Monte's first V8 in over 15 years. Along with the Impala SS, it also marks the first small block fitment in front-wheel drive Chevrolets. As in the Impala SS, the 5.3 cranks out 303 horsepower and 323 pound-feet of torque. That's 63 horses more than last year's supercharged V6.
But attached to a 4-speed automatic, the new V8 delivers V6-like fuel economy ratings of 18 city/28 highway, thanks to GM's Active Fuel Management that shuts down four cylinders during highway cruising.
The 5.3 V8 moves a reworked chassis with a wider front track and stiffer aluminum engine cradle. Topping that platform is the familiar NASCAR-inspired 2-door profile. For 2006 the Monte gets revised styling including a new front end with larger headlights, and diamond-pattern grille. Plus a new Nextel Cup style spoiler and chrome exhaust tips in the rear.
This more robust SS rides on the firmer FE4 suspension, supported by standard 18-inch alloy wheels wearing all-season performance tires. Put those tires on the track as we did and they'll run to 60 in 6.0-seconds flat. The quarter mile romps by in 14.5-seconds at 101 miles-per-hour. The engine is really gutsy off the line, rising quickly to a flat torque curve that continues all the way to 6,000 rpm. But the FE3 suspension is still a bit soft, as the front end hops a bit. The fixed-ratio steering is a little short on feel, as is the pedal for the 4-wheel ABS disc brakes. They stop the car from 60 in a longish average distance of 138 feet. As expected, the nose dives a bit, but the chassis remains straight and stable, which also describes the ride on the road. The Monte SS feels solid and very smooth, making it an excellent highway burner.





ENGINE: 3.9-liter V6
HORSEPOWER: 240
TORQUE: 241 lb feet
0-60 mph: 7.5 secondsVIDEO: Windows Media | Real Media > >
2006 Malibu Maxx SS
Program #2528
Now, if you need a car that is the height of versatility, but you still want Super Sport punch, check out this 5-door; Chevy's 2006 Malibu Maxx SS. Like its Monte Carlo cousin, this Super Sport version of the ultra-versatile Maxx gets a power boost, although it is more modest. The 3.5-liter V6 is replaced by a variable-valve timing pushrod 3.9-liter with 240 horsepower, a gain of 39, and 241 pound-feet of torque.
The 4-speed automatic feeds power to the front, and its 18-inch 225/50 tires on alloy wheels, all controlled by a stiffer sport suspension and variable assist steering.
It's a combination that makes those runs to the grocery store a lot more fun. The bigger V6 yields a 0 to 60 of 7.5 seconds. While no barn-burner, it does better the typical Malibu V6 by over half a second. And the tighter suspension delivers a much more entertaining drive.
But whether you go standard or Super Sport, the Malibu Maxx offers unrivaled versatility for a family car. The 60/40 rear seat slides almost 7-inches fore and aft. It also reclines and folds for up to 41-cubic feet of cargo space, while the front passenger seat folds for long items such as skis or lumber. So if you want to add more zest to your daily drive, but don't want to break the bank or give up everyday practicality, from our viewpoint, considering any Chevrolet wearing the Super Sport badge is a move that won't disappoint.

 

ENGINE: 6.1-liter pushrod V8
HORSEPOWER: 425
TORQUE: 420 lb feet
0-60 mph: 5.0 seconds
1/4 mile: 13.5 seconds @ 108 mph
EPA: 13 mpg city/ 18 mpg highway
2008 Dodge Challenger
Program #2738
It was the early 70's, and Dodge had almost let pony car bragging rights slip right past their tires when the Challenger finally arrived. While short lived, it made a permanent impression on the American muscle car scene. So much so, that a generation after it ruled the road, an encore is called for. The all-new and thoroughly modern 2008 Dodge Challenger. But after such a long hiatus, can it score a knockout again?
In the early 1970's, no car said muscle car like the Dodge Challenger. Now for 2008 and beyond, this motoring icon returns with a totally modern edge to its classic bloodline.
Base on a shortened Dodge Charger platform, the Challenger will be available in V6 SE, R/T, and HEMI SRT8 for 2009.
But, it is the big-bore 2008 SRT8, with all its classic proportions, that is the focus of every car enthusiast's lust, and it's here right now.
Available in black, silver, and of course, Hemi Orange, the Challenger SRT8 has a face etched in every muscle car lover's brain. A deep chin and wide mouth grille flanked by four quaint round headlights.
The long-hood short-rear-deck pony-car profile is even beefier than before. It has the same step-up shoulder line, and it's still decorated with a flip-style gas cap.
At the back, tail lights still run full width, although safety regs do make the bumper fascia chunkier than the original, and to top it off, a totally retro rear lip spoiler.
But owners of the original Challenger could only dream of these 20-inch forged aluminum wheels with fat ZR-rated tires: perfect for burn-outs.
And burn-out they will, thanks to the HEMI under the hood. The SRT8's 6.1-liter pushrod V8 rips out 425 horsepower and 420 pound feet of torque, which pushes it to 60 in 5 seconds, with a quarter-mile of 13.5 seconds at a blistering 108 miles-per-hour. That's right up there with the 426 HEMI Challenger of old, but for the record, with government fuel economy ratings that are a low 13 city/18 highway on premium gas.
Putting that fuel to ground on the first SRT8s is a 5-speed Autostick with manual shift mode, but a 6-speed Tremec manual will follow shortly.
By then Challenger will be a full line. The mid-level R/T will pack a 5.7-liter HEMI V8 with variable-valve-timing that puts out 370 horsepower, while the entry-level SE gets a 3.5-liter single-cam V6 that makes a still impressive 250 horsepower.
While we've been drooling over the prospects of this street racer for almost three years, it was at California's famous Willow Springs Race Track where we first got a chance to see if the Challenger is ready to fight.
As expected, today's unitized chassis, with its all-independent front short-long-arm and rear 5-link coil suspension, is a huge upgrade over the 70s-era body-on-frame, solid-axle, rear leaf spring setup.
Aided by Electronic Stability Control, All-Speed Traction Control, and a limited slip differential, the Challenger SRT8 is super-sticky and predictable.
Turn ins exhibit a touch of under steer with a tight feel. The car is heavy but the steering is quick.
The SRT8's slotted Brembo brakes bite hard, with a firm pedal and great feel.
The 6.1 HEMI has tons of torque and a classic V8 rumble, as the Autostick responds with quick, sharp shifts.
And here's the capper, driving the SRT8 in the real world also impresses. Dodge engineers did a great job of quelling noise and vibration.
But while the SRT8's cockpit is quieter than the original, it retains a true vintage look, only better. Build quality is very 21st century, with some of the best fit and finish we've yet seen in a Detroit product: a classic four dial gauge cluster and big steering wheel face, and highly bolstered SRT8 sport seats with grippy ultra-suede upholstery.
And retro or not, you can still have modern must-haves, like a music hard drive, and performance computer, just to name two.
The rear seat is typically coupe tight, but it does split 60/40 to expand the trunk's already sizeable 16.2 cubic-feet of cargo space.
Not surprisingly, all of the 6,400 '08 cars are already spoken for. But if you just gotta have one, many are up for grabs on the Internet for up to double the original $37,995 list price.
Fortunately, 2009 models will be much more affordable, with SE prices starting in the low $20,000s.
With so much to offer the 2008 Dodge Challenger SRT8 is much more than just a return to the glory days of old. It's an all new chapter in the America muscle car story; one that's sure to have a very happy, very smoky, ending.

 

[align=center]
ROAD TEST - R8


ROAD TEST - Continental GT Speed

ROAD TEST - LS 600H L >[/align][align=center][/align][align=center][/align][align=center][/align][/align][/align][/align]

 

ENGINE: 3.2-liter VR6
HORSEPOWER: 250
TORQUE: 236 lb feet
0-60 mph: 6.2 seconds
1/4 mile: 14.7 seconds @ 98 mph
60-0 mph: 131 feet
EPA: 18 mpg city/ 23 mpg highway
Mixed loop: 22 mpg2008 Volkswagen R32
Program #2711
One car company that always remembers its roots is Volkswagen. They invented the concept of a hot hatchback, and they still have what it takes to stir up the compact competition. We enjoyed a stint with VW's primo effort, the R32, back in 2004, and now it's back for another limited run. So, does the new 2008 R32 continue to perform hatchback magic?
Volkswagen has been throwing us the keys to hot hatchbacks like the 2008 R32 for a full quarter of a century, and each time they do, these micro-missiles prove more powerful, more sophisticated, and more fun.
The '08 R32 is based on the latest Golf V chassis, sold as the Rabbit in the U.S., which has already earned quite a few accolades from our staff of driving enthusiasts.
And it may take an enthusiast to pick the R32 out of a crowd. The look is similar to a GTi. But the brushed trim, aggressive tri-port lower fascia, specific 18-inch alloys, and twin center exhaust, are all tip offs.
When we last tested an R32 in 2004, it ran on the smaller, lighter Golf IV chassis. The new Golf V version is bigger, with a nearly 3-inch longer 101.5-inch wheelbase.
It also packs more punch. Power is still a 3.2-liter version of VW's proven VR6 engine, but horsepower has jumped up 10 to 250, while torque remains a solid 236 pound-feet. Or the same as the Audi A3.
It's routed to VW's latest 4Motion all-wheel-drive system with an electronic differential lock and through a 6-speed DSG sequential electronic gearbox, which functions in both automatic and manual paddle shift modes.
The R32's driver also gets electronic assistance from a standard stability control program and Anti-Slip Regulation. The VR6 has always been a free-revving power plant, and this latest version is even snappier, and at full throttle you get a wonderfully throaty ear full.
The DSG gearbox shifts sharply, making good use of the engine's serious mid-range punch.
But while acceleration is swift, handling has always been where the R32 really shines. Even with the added wheelbase, the new R32 clicks into corners with enthusiasm.
There's a little more front push at mid-corner, but the prodigious all-wheel drive grip and sharp steering mean that there's no loss of velocity. Indeed, the faster you go, the better it feels.
But when it comes time to slow for the sharper bends, the R32's big discs and ABS bring it down from 60 in an average of 131 feet. That's 18-feet longer than its predecessor, though the chassis stays rock solid and straight.
The new R32 displays the same level of high performance in everyday driving. But unlike rough-edged factory hot rods like the STI and Evolution, the experience is a refined ride with excellent noise and vibration control.
Control over fuel economy is also important. The R32 earns Government Fuel Economy Ratings of 18 city/23 highway. We average 22 on premium gas. The R32's energy impact rating is 17.1 barrels of oil per year. All in all, not bad for any high performance car.
Like the earlier R32, today's model gets a deluxe interior treatment that leaves no doubt you are driving a sophisticated performance car. As for driving music, the CD stereo is supplemented by a standard auxiliary jack and optional iPod adapter.
Under all the performance gear this is still a Golf, so there's plenty of rear seat room for such a tidy car, and a 60/40 split seatback that greatly expands the otherwise small 9.7 cubic feet trunk.
And the price to own one of the only 5,000 R32s available stands at $33,630, with our test car going for $35,430. That may sound pricey but it's in line with coarser rivals. And that is one term that you could never use with the R32.

 

The mustang is no competition for the Maro SS. UNless ford puts a trim higher than the GT, but under the GT500.

You know if I were in the market for a car now. the Challenger R/T M6 would be my choice. Drove one on Christmas a relatives boyfriend had one. More room that the monte. And the 6 speed is fun. Did not beat on it due to icy roads.

 

wow the mustang has nothing to the camaro. it has a puny engine that is just about maxxed out on horsepower unless you supercharge it or turbo it. now if they put a 5.0 and put a smalll blower on it then mayby the camaro has competition.
the camaro will be faster than the challenger. as the G8 has the same frame and close to the same driveline. with different engine components and tunes the camaro will be pushing past the challenger. as the G8 was close behind it already.

 

Personally, I`m tired of hearing all the hype about the Camaro. It`s time for GM to crap or get off the pot. Start putting the dam car on the lots, or GM needs to STFU. [:@]

Space, please don't take this personally. Not aimed at you or anyone else on this forum. Aimed directly at GM.