The Tesla Roadster needs no introduction to enthusiasts—it is simply known as “the electric supercar.”

The car’s performance (0-60mph) and price tag ($158,000) are familiar supercar territory, but the fact that it costs around $4 to ‘fill up’ puts it all alone for the moment.

Right now, there’s nothing in its segment or any other that compares to this car because it’s all electric and not a hybrid of any kind. It was also the first production vehicle to use lithium-ion batteries, the kind you find in cell phones and laptops—and now many manufacturers are following suit.

2010 Tesla Roadster

The Tesla Roadster has been freshened as of 2010 with better air conditioning, an upgraded adjustable suspension, and a more efficient electric motor.

Our test car, the 2.5 Sport, adds a new front fascia and rear spoiler, directional alloy wheels, better insulation and upgraded seats with improved bolstering.  There’s also more options, which our test car was equipped with—first. a $4500 “infotainment group” with a 7-inch touchscreen, navigation, backup camera, SIRIUS satellite radio, and HomeLink as well as upgraded speakers and a subwoofer.  Secondly, an “executive leather interior” with premium seats and carbon fiber accents for a cool $11,700.

Host Emme Hall was able to finagle a 2010 2.5 Sport for us to review from the Tesla dealer in downtown DC, and here are the results!

Emme Hall’s Website: http://www.hallassracing.com

Visit http://roadflytv.com for more pictures and a downloadable window sticker.

Vehicle: 2010 Tesla Roadster Sport 2.5

Base Price: $128,500

Price as tested: $158,145

Engine: AC induction electric

Transmission: single-speed

Horsepower: 288

Torque: 295

0-60 MPH: 3.7 sec.

1/4 Mile: 12.6 sec. @ 102.6 mph

Warranty: 3 years, 36,000 miles (vehicle)

YouTube Link:  2010 Tesla Roadster 2.5 Sport Video

Hosts Jessi Lang and Steve Hammes road-tested and reviewed the dependable and economical 2010 Nissan Murano, one of the originators of the modern crossover vehicle, the benchmark for all subsequent competitors.

Most of the major facelifts on the Murano came with last year’s model, which had garnered a whole new redesign, and this year finds only a few minor changes on several different trim levels. The luxury LE trim model now comes in a 2-wheel drive package, with several other minor equipment and technology additions. Our tester itself was the SL trim with all-wheel drive, definitely a model worth having in inclement wintry seasons. However, the Murano still retains its attention-grabbing looks and lines, maintaining its sleek, rounded physique that could be defined as sporty and utilitarian at the same time.

The Murano still retains their powerful and award-winning 3.5-Liter V6 engine that musters 265 horsepower and 248 pound-feet of torque, giving you plenty of ample acceleration for the road ahead. Gas mileage is decent, the Murano is rated at 18 mpg in the city and 23 mpg on the highway.

The interior, however, could use a redesign when it comes to aesthetics. Its plain and lackluster console and dashboard amenities is a little disappointing, considering the comfortability of the drive and the beauty of its exterior. At first glance, the overall design inside the cockpit seems a little outdated, and could perhaps use a healthy touch of modernization.

The Murano is priced at $31,200 to start with, and our tester came in at $36,100 altogether with the technology, premium and leather package options. With a powerful engine, a gorgeous look, smooth ride, and all-wheel drive, this year’s Murano is a smart addition to the lineup of what is considered as the Godfather of the modern crossover SUV.

Hosts Jessi Lang and Steve Hammes checked out the all-new 2010 Mercedes Benz CLS 63 AMG, the ridiculously powerful sports sedan whose class, the CLS, is being marketed by Benz as a “four door coupe”. Although this seems like a contradiction, once you see the 63 AMG for the first time, you realize that its sleek, sporty styling, while managing to fit itself into a four-door frame, rewrites the rules on both coupes and sport saloons.

Mercedes’ CLS lineup has been known for both its power, sportiness, and luxury, and the 63 AMG is the culmination and pinnacle for all three. Under the hood, the 63 AMG has a naturally-aspirated 6.3-liter V8 engine that gets an insane 507 horsepower and 465 pound-feet of torque. This power will get you a blazing-fast 4.3 seconds in the 0-60 test, a drop in 1.2 seconds from the closest model in its lineup, the CLS 550. However, all this power comes at a steep price: you’ll be looking at 12 mpg in the city and 18 mpg on the highway, and that’s with premium gas.

The handling is a thrill as well. The AMG-tuned suspension also takes things to the next level, with stiffer shocks and stabilizer bars–controlling this car is a thing of beauty. Taking to the curves of the backroads gives you confidence and drives at a level which Steve Hammes calls, “Like a star athlete on game day.” The 7-speed automatic transmission comes with paddleshifters on the steering wheel and seems to shift slightly faster than the base CLS models.

Our test car came with the performance package, which rounded up the price another $9800. The package came with 19″ alloy wheels, a limited slip differential, larger front brakes, a track-calibrated suspension system, and a sport steering wheel. All AMG branded. And with this package, the speed limiter was raised from 155 to 186 mph.

The interior is a little less than expected out of a hundred-thousand dollar sports saloon, the electronics are outdated and the backseat feels a little cramped. But the 63 AMG is still luxurious, and one buys this car for the German engineering, the beauty of its exterior, and its incredible driving experience, not the minor gripes that can be found inside the cockpit.

And the CLS 63 AMG is no cheap car, either. The base 63 AMG starts at $97,950 while our test car, with that performance package, came in at $116,775. On either, though, tack on the steep $2600 gas guzzler tax charge.

Although the CLS models are on the cusp of a redesign, this year’s 63 AMG is an incredibly tempting and powerful marriage of luxury sedans and sport coupes that is hard to resist.

Join correspondent Steve Hammes as he brings you up to speed on the 2010 Ford Mustang GT. This model year refreshes the 2005 design and those missing the American muscles car will not be disappointed.

Unlike some of its counterparts, the ’10 Mustang stays true to its heritage while also coming in lighter and smaller than its competitors. The quality and comfort of the Mustang has improved and in the GT premium model, much of the creature comforts are included like the Shaker 500 audio system, SYNC system, Sirius satellite radio, and leather trim seating.

And now for the muscle. The Mustang GT is powered by a 4.6 L V8 mated to a 5-speed manual transmission that produces 315 horsepower at 6,000 rpm and 325 lb-ft of torque at 4,250 rpm. 0-60 time is 5.1 seconds and the quarter-mile is completed in 13.7 seconds. If this performance and transmission pairing isn’t quite right for you, you can always choose the V6, Shelby GT500, or convertible option. Two track packs are also available.

The price for the 2010 Ford Mustang GT is reasonable. Base MSRP starts at $31,845 and as-tested, the price tag stopped shy of $35k at $34,130

Join RoadflyTV’s correspondent Steve Hammes as he gives an in-depth look at the 2010 Jaguar XKR. The ’10 XKR is a Roadfly favorite, with its 510 horsepower, throaty sound, beautiful design, and sporty performance abilities.

For 2010, the XKR’s visual changes are subtle, hiding the big news under the hood. The 5.0 L V8 engine, producing 510 horsepower and 481 lb-ft torque, is the most efficient engine Jaguar has every built. And, don’t forget, it is supercharged. 0-60 mph in 4.6 seconds, a 3/10s of a second increase over last year’s model, and the quarter mile in a mere 12.9 seconds, makes the Jaguar XKR a very respectable contender in the sport coupe arena.

For more information on the interior changes and technology improvements from the adaptive dynamics to the electronic rear differential, check out our video review on Youtube: 2010 Jaguar XKR Car Review Video.

2010 Nissan 370Z NISMO

If you haven’t driven the 2010 Nissan NISMO 370Z, you’re doing yourself a disservice.  A high-performance version of the 370Z Coupe, the NISMO has an engine that screams excitement and an exterior that begs to be looked at.

If you’re an automatic-only driver, you’ll be disappointed to learn that this car is out of your league; it’s offered in just one fully-loaded model that’s equipped with a close-ratio six-speed manual transmission— a gearbox that’s required for Nissan’s SynchroRev Match (SRM) function.  The first of its kind in the world, SRM is a fully electronic downshift rev-matching system that seamlessly blips the throttle for you, as a team of sensors respond to the clutch, sifter, and transmission to ensure the drive shaft speed matches that of the engine.  The system works not only during downshifts and upshifts, but can also bring the revs to the optimum level if the driver presses the clutch but doesn’t follow through with changing gears.

Adding to the pleasure of the SRM system is a 3.7-liter V-6, which produces 350 horsepower at 7400 rpm and 276 lb-ft. of torque at 5200 rpm; that’s an increase of 18 hp and 6 lb-ft of torque over the regular 370Z, and the differences are noticeable.  With increased power and no added weight gain, the NISMO 370Z is wildly energetic, and the harder it’s pushed, the better it drives.

Handling has also been improved, thanks in part to stiffer suspension and wider anti-roll bars.  Roll stiffness has been upped by 15 percent, and the front and rear damping factors have been increased by 40 and 140 percent, respectively.  In other words, you can corner with dizzying speed and confidently lay on the gas through each turn.  Those who are enamored by exhilarating performance will instantly be smitten.

Drivers can tear through terrain of all kinds on the 5-spoke Nissan-branded 19-inch RAYS forged aluminum-alloy wheels (19×9.5-inch front, 19×10.5-inch rear) mounted with Yokohama ADVAN Sport Y-rated high-performance tires (P245/40ZR19 front, P285/35ZR19 rear).  Stopping power is supplied by standard NISMO Sport Brakes, which have larger 14.0-inch front and 13.8-inch rear vented rotors, as well as 4-piston front and 2-piston rear aluminum calipers.

As if its performance specs weren’t impressive enough, the changes made to the racing-inspired exterior have yielded a brazen, attractive-from-every-angle body that’s consistently attention-getting.  Not only do the longer nose, new side sills, and distinctive rear spoiler add flash, but they’re also functional, providing increased down-force at high speeds.

The NISMO’s two seat interior features a deeply sculpted gauge cluster, NISMO logo seats, a leather-covered steering wheel, aluminum pedals, a NISMO tachometer, power windows, power door locks, a center console box, and the standard Nissan Intelligent Key.  The interior is uncluttered and simplistic; it has everything you need and is refreshingly devoid of extraneous features.

Pricing starts at $39,130 and, with just three available options, (special floor mats for $115, a trunk mat for $95, and illuminated kick plates for $200) you can load it up and drive it home for under $40,000.

Suffice it to say, the NISMO impressed us and, after driving it for seven days, we were sincerely sad to say goodbye.  Few cars exhibit a better combination of manners and prowess, speed and control, and all at an affordable price.  If you’re looking for a race-bred, factory-tuned sports car that offers extreme performance and intense vivacity, trust us when we say that you need not look any further.

2010 Nissan NISMO 370Z Window Sticker

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When I first saw the press pictures of the all-new Porsche Panamera, I thought: “it looks like a giant roach.” At a recent showing at Quail Lodge during the Pebble Beach Concours d’Elegance weekend in California, I had the chance to see it up close. What a difference in person! Not only does it not look like a roach, it’s absolutely stunning in person. Now I know as a member of the Fourth Estate, I am supposed to be composed and non-biased in my writing. Forget it! I am gaga over the Panamera and I don’t mind losing a journalistic point or two by saying it.

The Panamera is the first ever sedan (technically a four-door hatchback) from Porsche, and their marketing tag line for the car is “Four, uncompromised.” And boy did they get it right. It is a true Porsche in every detail, and should have no trouble swaying even the most diehard 911 owner to at least test drive one. Porsche has not always been successful in straying away from the “pure,” rear-engine layout that made the 911 a legend. The 924 was tagged a VW in disguise, and the 944/968 and 928 were blasphemed for having water cooled, front engine layouts. Boxster and Cayman arrived with true Porsche DNA, and the Cayenne literally saved the company. With that trio, the so-called mistakes of the past had been corrected. And now, a Porsche sedan.

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Outside, the Panamera is Usain Bolt in sheetmetal. The design is long, lean and muscular. There’s no mistake that it is a Porsche from the front view, with swept headlights and a power dome on the hood. LED Daytime Running Lamps flank each lower corner, a look created by fellow German brand, Audi. The lengthy torso with side skirts gives appropriate depth to the design. The rear looks like a variation of the 911 with a bit more edge, and features a power hatch. It’s an amazing design that dropped jaws throughout my drive along the Pacific Coast Highway and through Carmel, California. The Panamera body is fully galvanized and is made of various metals, including magnesium, aluminum, and multiple grades of super high strength steel. The body is tight, and exceptionally rattle free.

The Panamera comes in three models, S, 4S, and Turbo. S and 4S models are powered by a 4.8-liter naturally aspirated V8 engine making 400 horsepower and 369 pound-feet of torque. Peak torque is achieved between 3500 and 5000 rpm, a band wide enough for city driving, and for roadway assault missions. Take an engine of the same displacement, add a pair of turbos and intercoolers, and you have the Panamera Turbo with 500 horsepower and a whopping 516 pound feet of torque (with an even wider 2250-4500 rpm band). Base Panameras reach 60 mph in 5.2 seconds. Turbo models achieve 60 mph in 4.0 seconds – 3.8 seconds if you opt for the Chrono Package which incorporates an overboost “Launch Control” feature, temporarily increasing boost by up to ten percent.

Under the skin, all Panameras feature the standard seven-speed Porsche Doppelkupplung (PDK) dual-clutch transmission. Let PDK do the work, or shift it manually through console or steering wheel mounted shifters. Panamera 4S and Turbo models feature Porsche Traction Management, all-wheel drive and an electronic multiplate clutch. All three models feature Porsche Active Suspension Management (PASM). PASM actively regulates damping force at each wheel. Turbo models add an adaptive air suspension for even greater chassis control. Push the Panamera like a luxury sedan, and you’ll think you are in an S-Class. Push it hard, and you know you are in a Porsche! In my drive of the 4S, I noted ferocious acceleration and confident handling. I can only imagine the performance of the Turbo model. My only quibble was a high level of tire noise entering the cabin with all windows up. A simple switch of tire brands often cures this malady.

Inside, you are a pilot waiting for flight. I’ve always liked lots of buttons and controls in a car. Not in a goofy way like the 90s Pontiac Bonneville or Saab 9000, but useful buttons and controls that not only allow you to showcase tech appeal, but actually allow you to change vehicle parameters in a rapid fashion. This is not possible with the ridiculous rotary controllers that are the rage of German carmakers these days. Want to change suspension settings? Hit a button. Want to change from straight to variable exhaust? Hit another. Everything from seat heating to climate control is arrayed in an impressive button format on the center console. The buttons have a reptilian look to them, like the bumps on a Crocodile. Front and rear accommodations are impressive, even for a tall guy like me, and swathed with premium leather, wood and metal trim. The center console continues unabated to the rear, creating a separate cockpit for those being driven and wishing they were behind the wheel. Walnut, Carbon Fiber, Anthracite Birch, Tineo, Brushed Aluminum and Olive Wood are interior finish choices, depending on what color leather you choose. Did Maserati, Rolls or Bentley design this interior? No, but that’s how impressive it is.

Impressive standard features abound on all Panameras. As with any Porsche, you can also choose from a healthy list of options, several notables include eight-way power rear seats and LCD screens for rear DVD viewing. Choose the retractable luggage cover, and four large suitcases are securely stowed in the surprisingly large rear compartment. Want to create a concert hall environment? Select the Burmeister High-End Surround System with more than 1,000 watts and 16 speakers. Amazing clarity, with full iPod integration, of course. An impressive 14 speaker Bose system is standard.

And with any car that can launch you to breathtaking speeds, you’ll want tons of safety in your Panamera. Porsche delivers with ten airbags (including driver and passenger knee airbags, and rear side airbags), and myriad systems to control vehicle attitude no matter the weather.

Panamera models start at $89,800 for the S, $93,800 for the 4S, and $132,600 for the Turbo. Choose options wisely as they are pricey. At any trim level, you’ll get enough standard gear to keep you very, very happy. Four uncompromised? Indeed!

(Stay tuned to Roadfly for Charlie Romero’s video review of the Panamera!)

Join us as we review the new 2010 Kia Soul that just recently hit the showroom floors. The Kia Soul enters the compact car market, going up against the Scion xB and the new Nissan Cube. Like its competitors, the shape is boxy, but unlike the others, the Soul’s style boasts more of an expensive design, leaving the childish and cutesy touches at home.

The 2010 Soul comes with two engine options. The base engine is a 1.6-liter four cylinder that produces 122 horsepower at 6300 rpm and 115 lb-ft of torque at 4200 rpm, mated to a 5-speed manual transmission. If you want an automatic tranny or more power, you can opt for the 2.0-liter four cylinder that makes 142 horsepower at 6000 rpm and 137 lb-ft of torque at 4600 rpm mated to either the 5-speed manual or 4-speed automatic transmission. Either way, with the Soul barely weighing in at 2800 pounds, you’ll be able to zip around town.

But most important in this economy is the best bang for your buck at the best price. The Kia Soul starts at a base price around $13,300, topping out around $17,000. Even with the inexpensive price tag, you’ll be pleasantly surprised with the necessary amenities like a sunroof, customization features like the speakers with adjustable lighting, and luxuries like a back up camera in the rear view mirror.

Our West Coast photographer Alex Stack caught the 2010 Porsche Panamera supercar out on the roads of San Francisco. Alex counted at least 13 test mules, many with differing configurations. The Panamera showcases Porsche’s design heritage by mixing parts of beloved models like the spoiler similar to that found on the 911, the Cayman-esque rear, the Cayenne lines where the seat pillar meets the rear fender, and of course, the signature Porsche nose. Alex also noticed a lot of key features on the 2010 Panamera like the adaptive headlights, Porsche’s trademark composite ceramic brake system, and the new PDK transmission on several of the mules, though he was not able to get much of a read on the interior.

Watch our 2010 Porsche Panamera Spy Video and let us know what you think of its design and Alex’s observations of this highly-anticipated German supercar.

For more commentary about the new 2010 Porsche Panamera, please visit the Porsche Panamera Forum.

Click here to view spy shots of the Panamera.

Lotus is set to give the all-new Evora its North American debut at the Los Angeles Auto Show on Thursday, November 20. This is an all-new mid-engine 2+2 — the only such car in the world.

The Evora is powered by a 276 horsepower Lotus-tuned Toyota-based 3.5 liter V6, but, more importantly, weighs only 2976 lbs. Lotus remembers what most other marques have forgotten; that ‘adding lightness’ can do more for a car’s performance than just throwing raw horsepower at a heavy car.

One of our readers (photo credit: Laura Burstein) caught this pic of the Lotus Evora in California before the official debut at the LA auto show:

Despite the Elise DNA in the Evora’s appearance, it is designed to seat two 6’5″ adults in the front seats and “smaller adults” or children in the rear seat. The trunk (“boot” to the British) has a 5.7 cubic foot capacity, which is a decent size and can hold a full set of golf clubs. In case you are worried about the mid-engine layout making for a toasty trunk, Lotus thought of that: the trunk features a fresh-air vented cooling system.

Compared to the Elise and Exige, the Lotus Evora features slimmer door sills and larger openings to make the sporty 2+2 more liveable on a daily basis. Lotus even put a flat-bottom steering wheel in it to ease ingress and egress for the driver.

We were amused to find out that Lotus will be limiting production to approximately 2000 Evoras per year. Such production numbers will indeed insure exclusivity of the Evora, but they represent a large number for a car manufacturer who just 5 years ago was bringing less than 100 Esprits per year into the USA. While other car manufacturers are struggling, Lotus is using its superior engineering and innovative products to grow in the marketplace.

We have a lot more to say about the Evora, but we’ll wait until we officially can get our hands on one so that we can give you a proper review.

The following link may interest you:

Roadfly’s Lotus Forums

Special thanks to Laura Burstein for allowing Roadfly to post the photos.