Future Concept Cars

Future Cars Wallpapers

Future Cars Wallpaper
Future Cars Wallpaper
Future Cars Wallpaper

Future Cars Wallpaper

Audi Locus

Audi Locus designed by Ugur Sahin is a concept car envisioned to have a curvy structure and the main characteristics of the design are the way its surface shapes are formed with a continuous flow from front until the back of the car.

Audi Locus

Audi Locus designed by Ugur Sahin is a concept car envisioned to have a curvy structure and the main characteristics of the design are the way its surface shapes are formed with a continuous flow from front until the back of the car.

2010 Ford Mustang - Sneak Preview 2008

Sometimes, cash cows simply can't be milked any longer. Ford has produced (or, in the case of various Shelby vehicles, helped produce) a dozen different variations of its iconic Mustang since 2005 - some of which cranked out upward of 600 hp. And while special-edition Mustangs are a powerful novelty, the blue-oval brass decided that a newer, refreshed 'Stang should battle the upcoming Dodge Challenger and Chevrolet Camaro.

Enter the 2010 Mustang that will hit showrooms in spring 2009. America's original pony car won't get a complete revamp, but it will at least get a reshaped front and rear, a freshened grille, new headlights, and updated vertical taillights. Although the 2010 Mustang's styling is still hidden under heavy camouflage in spy photos, a close look shows exterior features inspired by the sleek, Italdesign-penned Mustang by Giugiaro concept (below) that debuted at the 2006 Los Angeles auto show. A full-glass roof like the one from that car may be offered.

Powerplant options - largely influenced by the recent rise in CAFE standards - likely will include a twin-turbo EcoBoost V-6 and a 5.0-liter V-8.

THE OLD GRAY MARE, SHE AIN'T WHAT SHE USED TO BE: The current-generation Mustang is getting old, and while we like the idea of a turbo V-6, we'd still rather that Ford spent the money to reduce NVH and polish the rest of its aging horse.

2010 Ford Mustang - Sneak Preview 2008

Sometimes, cash cows simply can't be milked any longer. Ford has produced (or, in the case of various Shelby vehicles, helped produce) a dozen different variations of its iconic Mustang since 2005 - some of which cranked out upward of 600 hp. And while special-edition Mustangs are a powerful novelty, the blue-oval brass decided that a newer, refreshed 'Stang should battle the upcoming Dodge Challenger and Chevrolet Camaro.

Enter the 2010 Mustang that will hit showrooms in spring 2009. America's original pony car won't get a complete revamp, but it will at least get a reshaped front and rear, a freshened grille, new headlights, and updated vertical taillights. Although the 2010 Mustang's styling is still hidden under heavy camouflage in spy photos, a close look shows exterior features inspired by the sleek, Italdesign-penned Mustang by Giugiaro concept (below) that debuted at the 2006 Los Angeles auto show. A full-glass roof like the one from that car may be offered.

Powerplant options - largely influenced by the recent rise in CAFE standards - likely will include a twin-turbo EcoBoost V-6 and a 5.0-liter V-8.

THE OLD GRAY MARE, SHE AIN'T WHAT SHE USED TO BE: The current-generation Mustang is getting old, and while we like the idea of a turbo V-6, we'd still rather that Ford spent the money to reduce NVH and polish the rest of its aging horse.

2010 BMW X5 M and 2010 BMW X6 M

The arrival of the controversial X5 M and X6 M might be confirmation that BMW has dumped every engineering principle that made its M cars so distinctive and consistently good for the last thirty years. Until now, all M cars have had a high-revving, normally aspirated engine, a manual or automated manual gearbox, rear-wheel-drive, and a sedan or sports car shell. You won't find a single one of these qualities in M's latest efforts.

The M versions of the X5 and X6 sport-utes go on sale in the fall, but BMW allowed us to drive prototypes at their winter test center in northern Sweden several months ago. Under their skins, the two trucks are the same: both use an M-massaged version of the twin-turbocharged V-8 and the trick rear differential from the X6 xDrive50i. The 4.4-liter V-8 engine has been boosted from 400 hp and 450 lb-ft of torque to 550 hp and about 500 lb-ft of torque.

Unlike other M cars, there's no delicate balancing of clutch and revs to hinder a clean getaway, and no fiddling with the launch control system, either. Engage 'D' in the regular six-speed automatic transmission, boot the throttle, and the mighty engine slings you forward with a loud, raspy roar - and complete disregard for the behemoths' 4800-pound mass. BMW promises their wundertrucks will be quicker and cheaper than the Mercedes-Benz ML63 AMG and the Porsche Cayenne Turbo.

The xDrive all-wheel-drive system has been reprogrammed to send more torque to the rear axle and keep it there. It lets you indulge in long drifts that an M3 would be proud of. Low-grip surfaces emphasize the precision and delicacy of the steering and brakes.

One engineer slipped - doubtless deliberately - that in testing, the X6 M is as quick around the Nürburgring as an M3. You can be as upset as you like about the inherent absurdity of a 550-hp sport SUV, but it's hard to argue with how good these particular ones are to drive.

Price: $95,000 (est.)
Engine: 4.4-liter turbocharged V-8
Power: 550 hp
Torque: 500 lb-ft
Drive: 4-wheel

2010 BMW X5 M and 2010 BMW X6 M

The arrival of the controversial X5 M and X6 M might be confirmation that BMW has dumped every engineering principle that made its M cars so distinctive and consistently good for the last thirty years. Until now, all M cars have had a high-revving, normally aspirated engine, a manual or automated manual gearbox, rear-wheel-drive, and a sedan or sports car shell. You won't find a single one of these qualities in M's latest efforts.

The M versions of the X5 and X6 sport-utes go on sale in the fall, but BMW allowed us to drive prototypes at their winter test center in northern Sweden several months ago. Under their skins, the two trucks are the same: both use an M-massaged version of the twin-turbocharged V-8 and the trick rear differential from the X6 xDrive50i. The 4.4-liter V-8 engine has been boosted from 400 hp and 450 lb-ft of torque to 550 hp and about 500 lb-ft of torque.

Unlike other M cars, there's no delicate balancing of clutch and revs to hinder a clean getaway, and no fiddling with the launch control system, either. Engage 'D' in the regular six-speed automatic transmission, boot the throttle, and the mighty engine slings you forward with a loud, raspy roar - and complete disregard for the behemoths' 4800-pound mass. BMW promises their wundertrucks will be quicker and cheaper than the Mercedes-Benz ML63 AMG and the Porsche Cayenne Turbo.

The xDrive all-wheel-drive system has been reprogrammed to send more torque to the rear axle and keep it there. It lets you indulge in long drifts that an M3 would be proud of. Low-grip surfaces emphasize the precision and delicacy of the steering and brakes.

One engineer slipped - doubtless deliberately - that in testing, the X6 M is as quick around the Nürburgring as an M3. You can be as upset as you like about the inherent absurdity of a 550-hp sport SUV, but it's hard to argue with how good these particular ones are to drive.

Price: $95,000 (est.)
Engine: 4.4-liter turbocharged V-8
Power: 550 hp
Torque: 500 lb-ft
Drive: 4-wheel

2010 Nissan GT-R Premium

Who says Friday the 13th is an unlucky day? Not at Automobile Magazine, where we just took delivery of a brand-new 2010 Nissan GT-R for a one-year test. Our silver test car is finished in black leather and has huge, smoky gray, twenty-inch Rays wheels shod with meaty, nitrogen-filled Bridgestone Potenza tires, 255/40ZR-20 front and 285/35ZR-20 rear.

Our test car has Nissan's newly calibrated launch control setup, explains Bruce Robinson, senior development engineer for Nissan Tech Center North America, who delivered the car to our offices. "Previously, [our launch control] came out at 4500 rpm in first gear with one foot of rear-wheel spin, and then the fronts would grab," Robinson continues. "With our new calibration, we launch at 3000 rpm because there's more midrange turbo boost. It works [with the dual-clutch automatic transmission] in either manual or automatic mode, but the quickest way is just to leave it in automatic and let the engine shift at redline." In short, Robinson says, put one foot on the brake and floor the accelerator with the other, but be sure to leave VDC (stability control) on, lest we void the warranty.

Other changes for the 2010 Nissan GT-R include five more horsepower for its 3.8-liter twin-turbo V-6 engine, which now makes 485 hp. The brakes have been updated with more rigid brake lines for improved durability, and the brake calipers now carry both the Brembo and Nissan logos. The suspension gets redesigned Bilstein dampers with a new valve body design and revised spring and damper rates. Before leaving, Robinson directed us to take our GT-R to service at 1000 miles so that the engine can be balanced, the transmission calibrated, and the alignment checked. Fluid changes are due at 6000 miles, and another suspension and powertrain calibration is due at the 12,000-mile mark. Our local Nissan dealer in Ann Arbor, Michigan, is not an authorized GT-R agent, so we'll have to visit Dick Scott Nissan in nearby Canton to get our GT-R serviced.

2010 Nissan GT-R Premium

Who says Friday the 13th is an unlucky day? Not at Automobile Magazine, where we just took delivery of a brand-new 2010 Nissan GT-R for a one-year test. Our silver test car is finished in black leather and has huge, smoky gray, twenty-inch Rays wheels shod with meaty, nitrogen-filled Bridgestone Potenza tires, 255/40ZR-20 front and 285/35ZR-20 rear.

Our test car has Nissan's newly calibrated launch control setup, explains Bruce Robinson, senior development engineer for Nissan Tech Center North America, who delivered the car to our offices. "Previously, [our launch control] came out at 4500 rpm in first gear with one foot of rear-wheel spin, and then the fronts would grab," Robinson continues. "With our new calibration, we launch at 3000 rpm because there's more midrange turbo boost. It works [with the dual-clutch automatic transmission] in either manual or automatic mode, but the quickest way is just to leave it in automatic and let the engine shift at redline." In short, Robinson says, put one foot on the brake and floor the accelerator with the other, but be sure to leave VDC (stability control) on, lest we void the warranty.

Other changes for the 2010 Nissan GT-R include five more horsepower for its 3.8-liter twin-turbo V-6 engine, which now makes 485 hp. The brakes have been updated with more rigid brake lines for improved durability, and the brake calipers now carry both the Brembo and Nissan logos. The suspension gets redesigned Bilstein dampers with a new valve body design and revised spring and damper rates. Before leaving, Robinson directed us to take our GT-R to service at 1000 miles so that the engine can be balanced, the transmission calibrated, and the alignment checked. Fluid changes are due at 6000 miles, and another suspension and powertrain calibration is due at the 12,000-mile mark. Our local Nissan dealer in Ann Arbor, Michigan, is not an authorized GT-R agent, so we'll have to visit Dick Scott Nissan in nearby Canton to get our GT-R serviced.

2011 Mercedes-Benz SLS AMG

The marriage between Mercedes-Benz and McLaren has been something of a disappointment. Their co-created product, the SLR McLaren, has never met sales expectations, and its marketers have resorted to increasingly gimmicky special models in order to reach their contractually obligated goal of 4000 total units. There's been the convertible, the 722 edition, and most recently the totally topless, essentially windshield-less, and all but pointless SLR Stirling Moss, which is the final special edition before SLR production shuts down forever later this spring.

Mercedes has finally announced its next supercar, which will reach showrooms in 2010. As detailed in the pages of Automobile Magazine more than 2 years ago, the new ultimate sports machine, the SLS AMG, is a modern-day take on the classic Gullwing of the 1950s. In contrast to the SLR, McLaren is not a part of the project, which is instead being engineered entirely by Mercedes' long-time in-house tuner, AMG.

With the SLS, AMG for the first time ever is responsible for the development of an entire vehicle, and the new Gullwing is an ambitious, ground-up effort. The car uses an aluminum body draped over an aluminum spaceframe chassis, which is a first for Mercedes-Benz. The extensive use of lightweight metal helps it reach a target curb weight of 3571 pounds. And, of course, the two-seater will use the characteristic gullwing doors, made famous by the Mercedes 300SL more than fifty years ago.

The new car uses the familiar 6.2-liter AMG V-8, set back behind the front axle. Here it will produce 563 hp and 479 lb-ft of torque, an increase of 38 hp and 15 pound-feet compared to the current V-8. AMG claims that the handbuilt engines have more than 120 new parts, largely in the intake and exhaust system, the dry sump lubrication system, and the crank mechanism. The engine is also lighter (only 454 lbs), due in part to the use of aluminum instead of steel for the crankcase and the engine bolts, forged rather than cast pistons, and a magnesium intake manifold. The dry sump lubrication system uses a remote reservoir, eliminating the oil pan and allowing for a lower profile.