BUSINESSWEEK - News & Features July 31, 2008, 3:21PM EST

The aerodynamic 1971 512 M was the fastest car Ferrari had ever built, capable of speeds in excess of 235 mph

by Thor Thorson

heels, ostensibly to look like a road car. In reality, the 512 was the fastest car Ferrari had ever built, capable of speeds in excess of 235 mph.

Assembly of the first 512s began at the end of 1969. The chassis was similar to the one used on the P4. The engine was a direct development of the 612 CanAm series unit, now fitted with twin overhead camshafts, four valves per cylinder, and Lucas indirect fuel injection. All of the completed chassis were originally built in berlinetta configuration, but then modified as open cars. The 512’s competition debut took place when five identical cars lined up for the Daytona 24-Hour race on January 31, 1970. Mario Andretti put the 512 S on pole position, but in the race, the Porsche 917s led throughout. Only one 512 S survived the race, finishing a remarkable third.

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MOTORTREND - July, 30 2008

Kinda like putting the big M in Mini: The Mini John Cooper Works returns

By Todd Lassa

Nothing Mini offers cuts through the cuteness like John Cooper Works. The JCW version returns in coupe or Clubman form, with two fewer ponies from the new, twin-scroll turbocharged aluminum 1.6L engine versus the old supercharged iron block.

Now integrated within Mini, like BMW’s M, JCW builds the cars at the factory, eliminating dealer-installation fees. For just under $30K, you get a JCW Challenge car for the road, featuring more robust engine parts, including new pistons. Compression ratio is 10.0:1, down from to 10.5:1 to reduce knock. New turbo housing is made of a stronger material. This allows JCW to turn up boost from the Cooper S’ 0.9 bar to 1.3 bar. BMW’s Dynamic Traction Control and Dynamic Stability Control are adapted for FWD, but the smoothest way around a twisty road is to turn them off and rely on the new electronic locking rear differential.

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MOTORTREND - July, 2008

By Carlos Lago Photography by William Walker

What: An updated version of Mercedes’ junior roadster.
How Much: Base price, $45,825; As tested, $54,745
What’s Hot: Aggressive styling, glorious exhaust note, quick-action hardtop
What’s Not: Dead steering wheel, wonky iPod integration, high price relative to competition

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BUSINESSWEEK - The Associated Press  July 25, 2008, 6:05PM ET

By DAN STRUMPF

NEW YORK

Toyota Motor Corp. said Friday it is raising the U.S. suggested retail price of its Prius hybrid by $500 for the 2009 model.

The new price is a 2.2 percent increase over the current models. Prices will range from $22,000 for the standard Prius to $24,270 for a touring model, the company’s U.S. sales unit said.

Bill Kwong, spokesman for Toyota Motor Sales USA Inc., said the growing cost of commodities is the main reason behind the increases. He ticked off a list of commodities-based raw materials that have seen a price run-up in the last year.

“Almost everything is made out of petroleum,” he said. “Rubber, plastic, transportation (costs), glass, things like that.”

“We try to absorb the costs by making things more efficient and cutting back where we could, but we also don’t want to cheat the customer on the quality of the product,” he said.

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MOTORTREND - July 26th, 2008

Still edgy after all these years

By Todd Lassa

It’s not easy to replace flame surfacing, the Bangle butt, and iDrive with a new car that’s just as radical. Without appearing to try, BMW has pulled this off with equally controversial styling and potentially infuriating new technology. American luxury-car buyers will have the choice of just one version when it launches in November: the 750i, which means we get it only with the new 4.4L twin-turbo V-8, making 407 hp and 442 lb-ft in Euro trim. The engine first appeared in the X6, in which it is rated 400 hp and 450 lb-ft for the U.S. BMW says fuel efficiency is 1.8 percent better than the outgoing 750i, achieves ULEV2 and EU 5 emissions standards, and is the most efficient car in its class.

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By Edward Loh Photography by Wesley Allison

“We stopped bringing Mustangs on our development rides because they were so far behind us in our rearview mirror,” says Al Oppenheiser, GM’s North American rear-drive vehicle chief engineer and effectively the new Camaro’s father. “It wasn’t even worth taking them anymore,” he continues, with the faintest of smirks.

You needn’t be a Blue Oval booster or a soldier in the General’s army to know that them’s fightin’ words. What’s more, Oppenheiser says his team brought along (and kept) the Dodge Charger, Nissan 350Z, and stretch targets like the Infiniti G37.

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FORMULA ONE SPECIAL REPORT, Published: July 18, 2008

Lewis Hamilton outside the McLaren Mercedes motor home in Hockenheim before the German Grand Prix. It is Mercedes’ home race. (Alex Grimm/Reuters)

By Brad Spurgeon

As the 10 Formula One teams prepare for the German Grand Prix at Hockenheim on Sunday, none of the five major car manufacturers in the sport can celebrate like Mercedes can: In terms of achievement, triumph, control over its destiny and cost/victory efficiency ratio, Mercedes, with its 40 percent stake in the McLaren Mercedes team, is the most consistent winner among them.

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