2010 Dodge Viper

 Dodge chose a surprisingly low key setting for its most potent hardware, nestling a pit of five Vipers in the back of the convention center’s West Hall. Five to signify the last five hundred Vipers they plan to build before shuttering the division as a replacement is developed? Perhaps.
It is a display that needs little explanation. A small trophy case displays just a few of the many trophies Vipers have collected during years of racing. A wall-mounted monitor continuously loops the Viper’s record setting Nurburgring run. Nearby is the actual car that set the record - a fierce looking black and red Viper ACR, decked out with a special red and black paint scheme, red wheels, and upgraded aero.
Next to it, and looking as if it just came in after victory laps, is the #91 Team Viper ORECA GTS R/T that that won the 1999 Rolex 24 Hours of Daytona. A chipped front fascia and mud spattered rockers never looked so good.
2010 Dodge Viper SRT10 ACR Front At Laguna Seca Promo
Another ACR flanks the ORECA, and it’s a rare serpent indeed – the first Viper to receive the special, limited edition Vodoo treatment. Both the name and black on black with silver treatment pay homage to acclaimed Chrysler designer and newly minted Dodge brand chief Ralph Gilles, who is of Haitian descent. It’s a mean looking combination that is literally not for everyone as only 10 will be made.
Flanking the hard tops were two SRT10 roadsters in the two new colors for 2010, toxic orange pearl coat and silver metallic clear coat. Both look exceptionally sharp, particularly the bright orange and beige combination.
But new paint isn’t all that is changed for the 2010 Viper. Along with the new colors, Vipers receive a new wider, dual racing stripe pattern and a shorter fifth gear ratio that gets the car up to its 200mph top speed 14 seconds quicker. ACR Vipers receive a revised rear wing with endplates as well as a short throw shifter.
Dodge claims a number of special, limited-edition models are planned for the 2010 model year, including the Dodge Viper ACR 1:33 Edition, which will pay tribute to the new production car lap record set on Nov. 24 at Mazda Raceway Laguna Seca raceway. See our new Laguna Lap section on MotorTrend.com for all the dirt.
Like what you see? Then you better act fast. Only 500 Vipers will be built in an undetermined mix of coupe, roadster and ACR packages.

2010 Dodge Viper

 2010 Dodge Viper

 2010 Dodge Viper

2010 Dodge Viper

Volkswagen L1 Concept

 Seven years ago, Volkswagen revealed the tiny 1L Concept, touted as the most fuel-efficient car in the world thanks to its 0.3l one-cylinder diesel engine and astronomical 238-mpg capability. Since then, VW has continued to kick around the idea and has now revealed an updated model targeted for production in 2013.
Dubbed the L1 Concept, the tandem two-seater is all grown up in every sense of the phrase. The L1 is larger, heavier, faster, and more powerful than the 1L, and its efficiency has suffered for it, though few will likely complain about achieving 158 mpg.
The first thing to grow up was the drivetrain. The original 1L featured a 0.3l one-cylinder diesel engine making 8.4 horsepower and mated to a six-speed automated manual transmission. The L1, though, sports a larger 0.8l two-cylinder common-rail turbodiesel derived from Volkswagen's new 1.6-liter four-cylinder turbodiesel. Mounted behind the rear seat, the 800cc engine produces 27 horses in Eco Mode and a sprightly 29 horses in Sport Mode, both at 4000 rpm. In either mode, it churns out 74 pound-feet of torque at 1900 rpm and, with Sport Mode engaged, will hit a top speed of 99 mph -- considerably faster than the 1L's 75-mph top speed.  
Unlike the 1L, though, the L1 isn't only diesel-powered. Sandwiched between the diesel engine and a seven-speed DSG dual-clutch gearbox, which is optimized for fuel economy, is the E-motor, a 14-horse electric motor. Powered by a lithium-ion battery mounted in the front of the vehicle and regulated by a 130-volt control module, the E-motor can boost performance by adding up to 40-percent more torque at any speed and can move the L1 under electrical power only for short distances. The E-motor also acts as the starter for the diesel engine and as a generator to recapture braking energy.
Altogether, the diesel engine, E-motor and DSG help the L1 achieve an impressive 158 mpg, giving it a range of 416 miles on its 2.6-gallon tank. It might take a bit longer to get there, though, as 62 mph is reached in a leisurely 14.3 seconds.
As with the drivetrain, the rest of the L1 has also been upsized compared with the 1L. Dimensionally, the L1 has grown in length and height, though it has slimmed down a bit in the middle. At 150.1 inches long and 45 inches tall, it's 13.5 inches longer and 5.5 inches taller than the original. Across the middle, however, the L1 has trimmed two inches and slips through the air at only 47.2 inches wide. The extra size has, predictably, had an ill effect on the 1L's incredible 0.159 coefficent of drag. The L1 now pushes through the air with a Cd of 0.195, which is still far better than the Prius' 0.25, which seems portly by comparison.
The increased girth also takes its toll on curb weight, which is up 200 pounds over the original concept. While it may not seem like much, for a car that now weighs just 838 pounds, it's an enormous difference. Like the original, the L1 uses Carbon-Fiber Reinforced Plastic (CFRP) for nearly all the vehicle's structure and body panels. The monocoque chassis also uses aluminum reinforcements, particularly in the sides, for crash safety. VW says that, in the intervening years between the 1L and the L1, they've developed a process for creating CFRP that significantly reduces the cost and makes it far easier to mass produce.
With efficiency as its ultimate goal, the L1's funky bodywork is all functional. Gone is the round, bubbly shape of the old 1L, and in its place is a vehicle that looks like a cross between the cockpit section of a fighter jet and an original Honda Insight. To keep the L1 as aerodynamic as possible, the radiators have been moved to the rear of the car, negating the need for a grille in front. Cooling the engine is achieved by opening special ducts in the bodywork that direct air to the radiators, but the ducts are opened and the water pumps activated only when the diesel engine and/or electric motor -- they're on separate cooling circuits -- need to be cooled down to reduce aerodynamic drag and drag on the engine for maximum efficiency.
Meanwhile, tandem seating keeps the L1 as narrow as possible and a Kamm-back rear end maximizes aerodynamic efficiency while minimizing overall length and weight. Covered rear wheels streamline airflow along the sides of the car while a smooth underbody does the same for airflow under the car. LED head- and taillights reduce weight and electrical draw and thus engine load while skinny Michelin Energy Saver tires, sized 95/60 R16 in front and 115/70 R16 in rear, minimize rolling resistance.
VW carries on its minimalist strategy inside the cockpit as well. Rather than doors, a single canopy cover is hinged on one side of the car and opens at the touch of a button to allow occupants to climb into the vehicle. Inside, the front seat is made of CFRP with aluminum supports while the rear seat is molded right into the CFRP monocoque chassis, as is the instrument panel. Traditional mirrors are replaced by cameras that display on an energy-sipping OLED screen behind the steering wheel, along with other instruments. Volkswagen's Park Distance Control aids in parking the vehicle.
Driving the L1 should be fairly easy. Push the starter button next to the steering wheel, then twist it over to Drive, which automatically releases the electronic parking brake. Climate controls are accessed via a touchscreen while the onboard computer, navigation, and entertainment systems are accessed through buttons on the steering wheel. Travelers are advised to pack light, though, as the L1's trunk offers only 1.8 cubic feet of storage space. In the event of an accident, occupants are protected by the rigid CFRP shell with its aluminum reinforcements as well as a steering wheel-mounted airbag and side-curtain airbags on both sides of the canopy.
If and when the Volkswagen L1 reaches production, it will likely be found in cities where its hybrid system can best be utilized. Offering more than three times the mileage of today's best Prius, the L1 will be attractive to those willing to give up a great deal of practicality for unheard of fuel economy. At this point, Volkswagen isn't even talking pricing, production volume, or markets, so whether or not the "1-Liter Car" ever makes the leap from concept to reality remains to be seen.

Volkswagen L1 Concept

 Volkswagen L1 Concept

 Volkswagen L1 Concept

Volkswagen L1 Concept

Volkswagen Golf

 When the special-edition R32 retired, the new-and-improved GTI returned to the top of the Volkswagen Golf range. Not for long, though, as Volkswagen is introducing the R32's successor -- the Golf R -- at the hometown Frankfurt auto show.
Powered by a direct-injected, turbocharged, and intercooled 2.0-liter four-cylinder engine that produces an impressive 270 horses and 258 pound-feet of torque, the Golf R is far and away the most powerful production Golf Volkswagen has ever offered. Despite being down two cylinders on the R32, the Golf R boasts more power and torque than the 250-horse V-6 R32 and considerably more power than the 210-horse Mk VI Golf GTI, thanks in part to a healthy 17.4 psi of boost.
Naturally, the power boost correlates with a boost in performance and the Golf R will hit 62 mph in 5.7 seconds with a manual transmission and 5.5 seconds with Volkswagen's DSG dual-clutch gearbox and an electronically limited top speed of 155 mph, VW says. Either car handily outaccelerates the R32, which needs 6.5 seconds to get to 62 mph. And the Golf R does it all using less gas, getting roughly six more mpg than the R32. It also offers an improvement in emissions, emitting only 0.71 pounds of CO2 per mile compared with the R32's 0.91 pounds per mile.
After power leaves the engine and travels through either the manual or DSG transmission, it's routed into the latest version of Volkswagen's 4MOTION AWD system. Unlike previous generations, the latest AWD unit doesn't need to wait for a speed differential between the front and rear axles to leap into action and can vary the power split between the axles continuously. If needed, it can even route nearly 100 percent of the power to the rear wheels.
To match the enhanced power, Volkswagen has also done some work on the suspension. The Golf R rides nearly an inch lower than the Mk VI GTI, itself already lowered versus the previous generation. MacPherson Struts in front and a multilink setup in rear remain, though the spring rates, dampers, and stabilizer bars have been retuned to offer better handling performance. Brakes are stout 13.6-inch discs up front and 12.2-in. units out back.
On the electrical side, Volkswagen's Electronic Stability Program has been updated with a new Sport setting that will allow the driver more leeway before stepping in. When equipped with the optional Dynamic Chassis Control, the power steering also adjusts itself depending on the driving mode selected -- Normal, Comfort or Sport.
To distinguish the Golf R from the standard Golf and GTI, Volkswagen designers massaged the bodywork and came up with new front and rear bumpers and new side skirts. Large air intakes, bi-Xenon headlights, Audi-esque LED running lights, and a chrome R logo on the grille set the nose off while a rear diffuser and twin chrome exhaust tips exiting at the center of the bumper, ala R32, freshen up the rear. The Golf R rides on either 18- or 19-inch Talladega wheels, and gloss black mirrors and grille louvers complete the look.
Inside, the gloss black theme carries on with piano-black paint on the spokes of the leather-wrapped, three-spoke steering wheel. Grey and Black "Kyalami" sport seats -- named for the South African racetrack -- are standard and race seats are optional. R logos on the special shifter and embroidered on the headrests, steering wheel, aluminum doorsill plates, carpets, and special gauge cluster make certain you and your passengers don't forget you aren't driving any normal Golf. Stainless steel pedals, automatic climate control, and a CD/MP3 stereo complete the package.If you're lucky enough to live in Germany, the special-edition Volkswagen Golf R goes on sale at the end of this year. Other markets haven't been announced yet, but given that the R32 found its way to America, there's hope the Golf R will as well. Pricing hasn't been announced yet, but expect it to cost significantly more than a standard Golf or GTI.

Volkswagen Golf

 Volkswagen Golf

 Volkswagen Golf

 Volkswagen Golf

Volkswagen L1 Concept

Seven years ago, Volkswagen revealed the tiny 1L Concept, touted as the most fuel-efficient car in the world thanks to its 0.3l one-cylinder diesel engine and astronomical 238-mpg capability. Since then, VW has continued to kick around the idea and has now revealed an updated model targeted for production in 2013.
Dubbed the L1 Concept, the tandem two-seater is all grown up in every sense of the phrase. The L1 is larger, heavier, faster, and more powerful than the 1L, and its efficiency has suffered for it, though few will likely complain about achieving 158 mpg.
The first thing to grow up was the drivetrain. The original 1L featured a 0.3l one-cylinder diesel engine making 8.4 horsepower and mated to a six-speed automated manual transmission. The L1, though, sports a larger 0.8l two-cylinder common-rail turbodiesel derived from Volkswagen's new 1.6-liter four-cylinder turbodiesel. Mounted behind the rear seat, the 800cc engine produces 27 horses in Eco Mode and a sprightly 29 horses in Sport Mode, both at 4000 rpm. In either mode, it churns out 74 pound-feet of torque at 1900 rpm and, with Sport Mode engaged, will hit a top speed of 99 mph -- considerably faster than the 1L's 75-mph top speed.  
Unlike the 1L, though, the L1 isn't only diesel-powered. Sandwiched between the diesel engine and a seven-speed DSG dual-clutch gearbox, which is optimized for fuel economy, is the E-motor, a 14-horse electric motor. Powered by a lithium-ion battery mounted in the front of the vehicle and regulated by a 130-volt control module, the E-motor can boost performance by adding up to 40-percent more torque at any speed and can move the L1 under electrical power only for short distances. The E-motor also acts as the starter for the diesel engine and as a generator to recapture braking energy.
Altogether, the diesel engine, E-motor and DSG help the L1 achieve an impressive 158 mpg, giving it a range of 416 miles on its 2.6-gallon tank. It might take a bit longer to get there, though, as 62 mph is reached in a leisurely 14.3 seconds.
As with the drivetrain, the rest of the L1 has also been upsized compared with the 1L. Dimensionally, the L1 has grown in length and height, though it has slimmed down a bit in the middle. At 150.1 inches long and 45 inches tall, it's 13.5 inches longer and 5.5 inches taller than the original. Across the middle, however, the L1 has trimmed two inches and slips through the air at only 47.2 inches wide. The extra size has, predictably, had an ill effect on the 1L's incredible 0.159 coefficent of drag. The L1 now pushes through the air with a Cd of 0.195, which is still far better than the Prius' 0.25, which seems portly by comparison.
The increased girth also takes its toll on curb weight, which is up 200 pounds over the original concept. While it may not seem like much, for a car that now weighs just 838 pounds, it's an enormous difference. Like the original, the L1 uses Carbon-Fiber Reinforced Plastic (CFRP) for nearly all the vehicle's structure and body panels. The monocoque chassis also uses aluminum reinforcements, particularly in the sides, for crash safety. VW says that, in the intervening years between the 1L and the L1, they've developed a process for creating CFRP that significantly reduces the cost and makes it far easier to mass produce.
With efficiency as its ultimate goal, the L1's funky bodywork is all functional. Gone is the round, bubbly shape of the old 1L, and in its place is a vehicle that looks like a cross between the cockpit section of a fighter jet and an original Honda Insight. To keep the L1 as aerodynamic as possible, the radiators have been moved to the rear of the car, negating the need for a grille in front. Cooling the engine is achieved by opening special ducts in the bodywork that direct air to the radiators, but the ducts are opened and the water pumps activated only when the diesel engine and/or electric motor -- they're on separate cooling circuits -- need to be cooled down to reduce aerodynamic drag and drag on the engine for maximum efficiency.
Meanwhile, tandem seating keeps the L1 as narrow as possible and a Kamm-back rear end maximizes aerodynamic efficiency while minimizing overall length and weight. Covered rear wheels streamline airflow along the sides of the car while a smooth underbody does the same for airflow under the car. LED head- and taillights reduce weight and electrical draw and thus engine load while skinny Michelin Energy Saver tires, sized 95/60 R16 in front and 115/70 R16 in rear, minimize rolling resistance.
VW carries on its minimalist strategy inside the cockpit as well. Rather than doors, a single canopy cover is hinged on one side of the car and opens at the touch of a button to allow occupants to climb into the vehicle. Inside, the front seat is made of CFRP with aluminum supports while the rear seat is molded right into the CFRP monocoque chassis, as is the instrument panel. Traditional mirrors are replaced by cameras that display on an energy-sipping OLED screen behind the steering wheel, along with other instruments. Volkswagen's Park Distance Control aids in parking the vehicle.
Driving the L1 should be fairly easy. Push the starter button next to the steering wheel, then twist it over to Drive, which automatically releases the electronic parking brake. Climate controls are accessed via a touchscreen while the onboard computer, navigation, and entertainment systems are accessed through buttons on the steering wheel. Travelers are advised to pack light, though, as the L1's trunk offers only 1.8 cubic feet of storage space. In the event of an accident, occupants are protected by the rigid CFRP shell with its aluminum reinforcements as well as a steering wheel-mounted airbag and side-curtain airbags on both sides of the canopy.
If and when the Volkswagen L1 reaches production, it will likely be found in cities where its hybrid system can best be utilized. Offering more than three times the mileage of today's best Prius, the L1 will be attractive to those willing to give up a great deal of practicality for unheard of fuel economy. At this point, Volkswagen isn't even talking pricing, production volume, or markets, so whether or not the "1-Liter Car" ever makes the leap from concept to reality remains to be seen.

Volkswagen L1 Concept

Volkswagen L1 Concept

Volkswagen L1 Concept

Volkswagen L1 Concept

Volkswagen Golf

 When the special-edition R32 retired, the new-and-improved GTI returned to the top of the Volkswagen Golf range. Not for long, though, as Volkswagen is introducing the R32's successor -- the Golf R -- at the hometown Frankfurt auto show.
Powered by a direct-injected, turbocharged, and intercooled 2.0-liter four-cylinder engine that produces an impressive 270 horses and 258 pound-feet of torque, the Golf R is far and away the most powerful production Golf Volkswagen has ever offered. Despite being down two cylinders on the R32, the Golf R boasts more power and torque than the 250-horse V-6 R32 and considerably more power than the 210-horse Mk VI Golf GTI, thanks in part to a healthy 17.4 psi of boost.
Naturally, the power boost correlates with a boost in performance and the Golf R will hit 62 mph in 5.7 seconds with a manual transmission and 5.5 seconds with Volkswagen's DSG dual-clutch gearbox and an electronically limited top speed of 155 mph, VW says. Either car handily outaccelerates the R32, which needs 6.5 seconds to get to 62 mph. And the Golf R does it all using less gas, getting roughly six more mpg than the R32. It also offers an improvement in emissions, emitting only 0.71 pounds of CO2 per mile compared with the R32's 0.91 pounds per mile.
After power leaves the engine and travels through either the manual or DSG transmission, it's routed into the latest version of Volkswagen's 4MOTION AWD system. Unlike previous generations, the latest AWD unit doesn't need to wait for a speed differential between the front and rear axles to leap into action and can vary the power split between the axles continuously. If needed, it can even route nearly 100 percent of the power to the rear wheels.
To match the enhanced power, Volkswagen has also done some work on the suspension. The Golf R rides nearly an inch lower than the Mk VI GTI, itself already lowered versus the previous generation. MacPherson Struts in front and a multilink setup in rear remain, though the spring rates, dampers, and stabilizer bars have been retuned to offer better handling performance. Brakes are stout 13.6-inch discs up front and 12.2-in. units out back.
On the electrical side, Volkswagen's Electronic Stability Program has been updated with a new Sport setting that will allow the driver more leeway before stepping in. When equipped with the optional Dynamic Chassis Control, the power steering also adjusts itself depending on the driving mode selected -- Normal, Comfort or Sport.
To distinguish the Golf R from the standard Golf and GTI, Volkswagen designers massaged the bodywork and came up with new front and rear bumpers and new side skirts. Large air intakes, bi-Xenon headlights, Audi-esque LED running lights, and a chrome R logo on the grille set the nose off while a rear diffuser and twin chrome exhaust tips exiting at the center of the bumper, ala R32, freshen up the rear. The Golf R rides on either 18- or 19-inch Talladega wheels, and gloss black mirrors and grille louvers complete the look.
Inside, the gloss black theme carries on with piano-black paint on the spokes of the leather-wrapped, three-spoke steering wheel. Grey and Black "Kyalami" sport seats -- named for the South African racetrack -- are standard and race seats are optional. R logos on the special shifter and embroidered on the headrests, steering wheel, aluminum doorsill plates, carpets, and special gauge cluster make certain you and your passengers don't forget you aren't driving any normal Golf. Stainless steel pedals, automatic climate control, and a CD/MP3 stereo complete the package.If you're lucky enough to live in Germany, the special-edition Volkswagen Golf R goes on sale at the end of this year. Other markets haven't been announced yet, but given that the R32 found its way to America, there's hope the Golf R will as well. Pricing hasn't been announced yet, but expect it to cost significantly more than a standard Golf or GTI.

Volkswagen Golf

 Volkswagen Golf

 Volkswagen Golf

Volkswagen Golf