The last two years have seen the Audi R8 lineup mushroom. First came the 5.2 FSI V10, which temporarily sent 4.2 FSI V8 sales spiraling downhill. Next came the Spyder, which will win any beauty contest and is now available with both engines. This spring we get the R8 GT, which will cost some $84,000 more than an R8 4.2 but, at 3431 pounds, will weigh 152 pounds less than the $157,850 5.2 FSI. Credit lighter carpeting and thinner windshield glass, a polycarbonate rear window and engine display window, carbon fiber for the rear hatch, side blades and rear bumper, a slimmer battery and smaller door mirrors. And yet, the R8 GT is still heavier than its similarly priced corporate cousin and close rival, the Lamborghini Gallardo Superleggera. In Europe, the R8 GT shaves another 69 pounds clue to new manual seats, but they likely won’t satisfy U.S federal crash regulations.

In addition to reduced weight, the GT boasts a more powerful 560 hp engine, up 35 hp from the 5.2 FSI. Maximum torque, which requires a stratospheric 6500 rpm, increases to 398 lb-ft from 391. The quickest R8 accelerates in a factory measured 3.6 seconds from 0 to 62 mph, in 10.8 seconds to 124 mph and on to a top speed of 199 mph. The GT’s additional splitters, lips and full width wing help add downforce. Other visual giveaways include a pair of large round tailpipes, red brake calipers, and special wheels shod with nineteen inch tires. Our test vehicle ran on 235/35 footwear in the front and optional 305/30 rubber in the back. Also unique to this version are black on white instruments, a carbon and alumunium shifter and synthetic sharkskin and leather trim.

The dash and the doors feature dark carbon fiber surfaces. Only the gear lever shines brightly, the serial number engraved on its cap reads 000/333, in reference to the worldwide total of 333 GTs that will be built, ninety of which are headed to the States. Audi’s latest electronic wizardries, such as Drive Select, the Quattro sport differential and new electromechanical steering are not offered.

The Leaf is built on a dedicated platform. A 107 hp permanent magnet AC motor manufactured by Nissan revs up to 16000 rpm to drive the front wheels through a single speed trans axle. The fuel tank is a 24 kwh lithium ion battery pack supplied by a joint venture between Nissan and NEC. The Leaf's whimsical appearance is the most obvious distinction from the belt and suspenders Volt. The Versa sized exterior flaunts features that have traditionally been a tough sell to Americans. The Leaf's basic proportions suggest mini - minivan. There's a hatch in back and a charge port lid where we're used to seeing a grille. The alligator eye headlamps guide air smoothly around the mirrors, according to Nissan. The Leaf's interior disposition is light and lively one set of beige and black furnishings goes with all five available exterior colors. Some of the trim is made of recycled beverage containers.

The seats and steering wheel are heated to provide comfort more efficiently than warming the whole cabin. Navigation, Bluetooth and a USB port are standard. Spending an extra $940 for the SL model adds a backup camera, foglamps, automatic headlamps, and a roof mounted solar panel to recharge the lead acid battery. Tall, cloth upholstered front seats would provide a commanding view of your sorroundings were it not for a das that sweeps upward in the corners, a rising beltline and thick C pillars. The back seats carry three adults. There's ample head, legs and footroom, but the bottom cushions are too short to provide adequate thigh support. The rear backrest folds to increase cargo space, although Home Depot hauls are frustrated by a fixed partition containing some of the battery modules. A touch of power button cues cordial audio and visual greetings without a hint of driveline noise or vibration. To go, yo move a mouselike controller to the left, then in a direction opposite the desired travel. A second rearward nudge engages an energy saving ECo mode.

The Mercedes Benz CL coupe, has undergone a bit of restyling at the front and rear, although the more substantive changes are under the long hood. Both the CL550 and the CL63 AMG have new, smaller V8 engines (although that is not reflected in their names). But never fear, masters of the universe. Despite the downsizing, the new engines are significantly more powerful than their predecessors. The CL550 engine has gone from 5.5 liters to 4.7 liters, but it gains two turbochargers and direct injection. Output jumps by 47 hp to 429 hp, and torque increases by nearly a third. As before, output flows through a seven speed automatic transmission to all four wheels. The Cl550  is the only big Mercedes coupe with 4matic. The CL63's powertrain features even more changes and ushers in a new era for AMG. The old 6.2 liters normally aspirated V8 gives way to a new twin turbo, direct injected 5.5 liters, an update that will eventually come to all of AMG's 63 models. Standard output is 536 hp and 590 lb ft of torque. The CL 63 has AMG's seven speed speedshift transmission, which uses a wet clutch in place of a torque converter. Seen previously in the SL63 and the E63, the gearbox here has a different clutch pack and new software and is better mannered. Not only does it snap off superquick gearchanges and match revs on downshifts, but it now also equals the smoothness of a torque converter automatic when taking off from a stop. Speaking of stops, the CL63 incorporates an auto stop/start function, this is first time for Mercedes. It should give a real boost to fuel economy and indeed, preliminary EPA estimates for the CL63 are 15/21 mpg, significantly better than the 2010 models.

Besides their new powertrains, the big coupe's driving experience is little changed. The air sprung CL550 is nearly as compliant as an S class. With its standard Active Body Control, the CL63 is a bit stiff legged over bad pavement, but the upside is iron fisted body control. The Cl63 has essentially no body roll, and for such a heavy machine it's also amazingly resistant to understeer. 

Some major components are sourced, with Brembo supplying carbon ceramic rotors, for example, but like the dry sump oil reservoir and the brake master cylinder are milled from chunks of aluminum. The body panels are hand crafted. The goal is to make manufacture something without compromise. The 2400 pounds roadster also includes patented door hinges, an automatic gas cap and tachometer needle that changes colors at a different points in the rev band. As the signature touch, twelve points nuts and bolts are used everywhere.

The Iconic claims to produce approximately 800 HP and 660 fb-ft of torgue. 0-60 can be achieved in less than 3 seconds and an incredible 200mph of top speed. Four runs through an autocross course were like operating a bulldozer in a sandbox, so we didn't preserve the 8000 rpm redline or  need to shift the six speed manual transmission beyond second. 

Slipping into a cozy cockpit, and grasping the leatherised steering wheel, we heard a leonine roar as the enormous V8 awoke, surely thinking of gazelles. Yet even without electronic intervention, which the roadster forswears. Iconic promises the first 100 planned Roadsters for February delivery at close to that $500,000 range, according to a company official. For the sum, he promises the look and quality of a Veyron or an Enzo. Blending the concepts "Cobra" and technology had never occured to us, but the roadster proves it's something worth wrapping the mind around.

The Audi Fox, alleged the Audi 80 in Europe, was an anniversary car for both Audi and Volkswagen. Introduced in 1972 in Europe and awash in North America from 1973 to 1979, the 80/Fox was the ancestor of every baptize cooled, foreground caster drive Volkswagen that replaced the Beetle and its air cooled, rear engined breed during the 1970s: Passat/Dasher, Golf/Rabbit, Jetta, Scirocco, Polo, the T4 Transporter. All of them angled from the timberline that Audi buried with this design, as able-bodied as all consecutive Audis too, of course.
The Audi 80/Fox has become the leader of revolusionary car of Audi from its starts off with the DKW/Auto Union, maker of two stroke vehicles with a heritage back in 1920s. Which then the transformation of the brand DKW into Audi. 

MacPherson front suspension and a rear axle with coil springs was used in Audi, this type of set up was still in use untill later 2000s.  The audi's design was a main target which able to provide roomy cars even when it's available only in 2 doors model. More rooms are for the two other models which are the station wagon and the four doors models.