2010 Devon GTX sets a New One-Lap Record at Laguna Seca - 1:35.075

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As the new generation of American supercars, Devon GTX shows off what it can do by setting a lap record of 1:35.075 around one of the most famous race tracks in America and indeed the world, Laguna Seca...

Press Release

Devon GTX Sets One-Lap Record at Laguna Seca (August 06, 2009)

- Public, press to see first glimpse of American supercar on hallowed Pebble Beach grounds
- Production to begin in first quarter of 2010

August 5, 2009 (Los Angeles) The all-new Devon GTX supercar has yet to be introduced to the public but that didn’t stop it from making news. In testing at the famed Mazda Raceway at Laguna Seca, the first vehicle from California-based industrial design house Devon Motorworks (devonmotorworks.com) turned in a production car lap record time of 1:35.075. Already recognized for its breakthrough design, the Devon GTX record lap demonstrates the GTX will stand on its own with the world’s best supercars.

While this testing session was closed t othe public, the rest of the world will see the Devon GTX in person for the first time when it makes its debut at the Pebble Beach Councours d’Elegance on August 15, 2009.

“The Laguna Seca test session showed us just a glimpse of what the Devon GTX is capable of from a performance perspective,” said Devon Motorworks CEO and founder Scott Devon. “Through further validation and testing, we know this car is capable of even greater lap times and making an even stronger statement about the future of the American supercar.”

The test session at Laguna was the most recent in a series of rigorous validation sessions for the Devon GTX as the team builds to its public introduction in mid-August at the famed Pebble Beach event.

“There is no more important event in the world for cars in this class,” Devon added. “We realize that – by introducing the Devon GTX at the Concours d’Elegance – we are asking the world’s automotive elite to bless this car. With its bold design and outstanding performance characteristics, we are quite confident we will earn their approval.”

Two key activities will highlight an exciting weekend for the Devon GTX:

• On Saturday, August, 15, media will get the first live look at the Devon GTX at a press event on the Concours Ramp at the Lodge at Pebble Beach. The event will be hosted by Scott Devon and will feature key members of the Devon Motorworks team. Pricing and specifications will also be revealed at the event.

• The following day, on Sunday, August 16, 2009, visitors to the Concours d’Elegance will see the Devon GTX as it takes its place next to some of the most exciting classic and all-new marks on the famed putting green at Pebble Beach Golf Links.

Following an exciting and busy weekend, the Devon Motorworks team will return to its Los Angeles headquarters to prepare the first production vehicles for sale to the public. The first Devon GTX will make its street introduction in the first quarter of 2010.

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Simply put, the market has changed. Once upon a time, twenty percent of TSX buyers opted for a manual transmission. Now, fewer than one in twenty does. The larger and more grown-up second-generation TSX is appealing to a different crowd--and doing so at a very respectable pace despite our disastrous economy--and these buyers are cross-shopping competitors with powerful six-cylinder engines.

Power-hungry buyers can now opt for a TSX with the base TL's 3.5-liter V-6. It produces more torque off idle than the standard 2.4-liter four-cylinder does at its peak, so keeping up with brisk traffic no longer requires repeated forays to the high end of the tachometer scale..

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Read his full review here. (Admittedly it's more about the experiences of driving an open-wheel race car, or rather, failing at driving it, and a one-paragraph review of the Bimmer, but it's quite a good story. Check it out.)

2010 Subaru Legacy Review by Motor Trend

Subarus have always been a bit peculiar. From their exclusive use of horizontally opposed "boxer" engines and standard all-wheel drive to their trail-friendly wagons and turbo compacts with gigantic hood scoops and rear wings, the vehicles from Fuji Heavy Industries roll to the beat of a different drummer. As the automaker puts it, those characteristics are what make a Subaru a Subaru.

They're also what has helped make the small Japanese brand successful, especially during these current hard times. For 2009, Subaru's year-to-year sales, like all automakers,' are down, but only a scant 1.8 percent. Compare that to losses at Toyota (40.7 percent) and Honda (41.5 percent), and you can see why Subaru is feeling like the healthiest candy bar at the snack shop. With the launch of its all-new fifth-generation Legacy, Subaru is feeling even sweeter, as it finally has a flagship sedan that offers competitive performance, passenger volume, and fuel economy.

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"I won't parrot the company line about the E-class being the heart and soul of the brand, except that it is. The E-class is a "business saloon," the standard-issue Mercedes -- stout, reliable, comfortable and enduring. This is the stainless-steel Rolex of cars, steadily elegant and appropriate for any occasion, and you have to admire the alacrity with which the E-class can go from being a tan airport taxi drone in Berlin to being a valet-park star in Beverly Hills."

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Watch as he guns it on an open highway in the dead of night multiple times until finally getting an unobstructed opportunity to get it up to an indicated 356kph, or 222mph. (Way cool dashboard gauges on the Reventon, by the way.)
Note: Please don't try this on an American highway... Not only because it's silly illegal and dangerous (just like it is over there), but rather because American highways sadly aren't up to par for high-speed driving of this caliber. Why, you may ask? Two reasons: first, drivers here aren't taught to keep right and will refuse (or be oblivious) to yield when you flash your beams from the inside lane at high-speed, so you will most likely rear-end them (with a difference of speed of 150mph+) and everyone in both cars will very quickly be dead. That's one reason.

Second, the majority of highways here aren't safe enough for 200mph speeds due to shortcomings in construction as well as design. For example, asphalt-to-concrete bridge transitions for some maddening reason are never completely seamless in America as they are most everywhere else in the world I've been in, but instead have huge humps and bumps that will throw a car going 200mph clear off the road. The other thing: If you keep in mind that America has the largest highway system in the world by far at well over 40,000 miles of pavement (and that we're in a huge national deficit), it's clear that it's simply too costly to invest in, operate and maintain the latest über-expensive German asphalt road-making machines that are responsible for the smooth-as-glass surfaces seen on the Autobahn and many other motorways around the world, including the new ones in the Middle East.