2010 Mercedes-Benz E63 AMG - First Drive Review

BY MIKE AUSTIN

It’s a shame that infomercial pitchman Billy Mays passed away just as Mercedes-Benz is launching the performance version of the 2010 E-class, because he would have done an excellent job of touting the many uses for the new and improved 2010 E63 AMG. “The 518-hp V-8,” Mays would say in his booming voice, “rockets you from 0 to 60 mph in 4.4 seconds, making quick work of sports cars with less than half the seating. And you can still use it every day to pick Junior up from school and drop Grandma off at the library.” Not that the E63 is the sort of car that would be hawked via cable-TV ads, but it does promise a “You won’t believe your eyes!” combination of performance and usability. There are no easy payments, however, despite the fact that when the E63 goes on sale in October, pricing should fall below that of its predecessor. Expect to pay just under $88,000 to start.

Highly Evolved from the Standard E-class

Specifications
VEHICLE TYPE: front-engine, rear-wheel-drive, 5-passenger, 4-door sedan

ESTIMATED BASE PRICE: $88,000

ENGINE TYPE: DOHC 32-valve V-8, aluminum block and heads, port fuel injection

Displacement: 379 cu in, 6208
Power (SAE net): 518 bhp @ 6800 rpm
Torque (SAE net): 465 lb-ft @ 5200 rpm

TRANSMISSION: 7-speed automatic with manumatic shifting

DIMENSIONS:
Wheelbase: 113.2 in Length: 192.6 in Width: 75.9 in Height: 56.8 in
Curb weight (C/D est): 4300 lb

PERFORMANCE (C/D EST):
Zero to 60 mph: 4.0 sec
Standing ¼-mile: 12.5 sec
Top speed/with Performance package (governor limited): 155/186 mph

FUEL ECONOMY (MFR’S EST):
EPA city/highway driving: 13/20 mpg

Previous E-class AMGs merely had stiffened versions of the standard suspension, but like its little brother, the C63 AMG, the new E63 gets a seriously reworked suspension compared with that of the standard car on which it’s based. The 2010 version gets an entirely new front axle with a 2.2-inch-wider track. Spring rates are twice as stiff as the regular car's, necessitating a change from air springs to conventional coils. Load-leveling air springs remain at the rear. In addition, the anti-roll bars and the subframe bushings have been beefed up. And if the standard E63 is too soft for you, a Performance package stiffens up the front anti-roll bar and the tuning on the standard adaptive dampers, adds lightweight 19-inch forged alloy wheels, and raises the electronically governed top speed from 155 mph to 186. With both the 18- and 19-inch wheels, the tire width is 255 in front and 285 in the rear. The steering ratio, at 14.0:1, is 22 percent quicker than in the regular E-class and uses a direct, rather than variable, rack.

Under the hood is the venerable 32-valve 6.2-liter V-8 (the 63 in the car’s name and the 6.3 badges on its front fenders pay homage to an older engine with a true 6.3-liter displacement). Here it makes 518 hp, an increase of 11 over the old E63, mostly due to a freer-flowing exhaust. Torque remains the same at 465 lb-ft. New to this car is a clutch-activated (no, there’s no clutch pedal, but we’ll get to that part in a sec) alternator, which allows the engine to charge the electrical system only during coasting to save on fuel. Overall, the E63 is 12 percent more efficient in the European combined fuel-economy cycle.

The engine is paired to a seven-speed automatic, but it’s coupled to the engine via a wet-plate clutch instead of a traditional torque converter. First seen on the SL63 AMG, this arrangement allows for a more direct connection between the engine and gears and results in quicker shift response. As in the SL63, there are multiple settings: C (for “controlled efficiency”), sport, sport plus, manual, and race mode launch control.

Controlled efficiency mode (can’t we just call it comfort?) starts from a stop in second gear and acts much like a regular automatic, choosing the highest ratio whenever possible. Sport mode is slightly more aggressive and shifts with a little more force. We like sport plus most of all, however, since it holds gears and enacts rev-matching downshifts. Enabling sport plus or manual makes for the quickest shifts, which add a delightful crackle to the exhaust note. New to the E63 is a simplified shift lever with three positions: reverse, neutral, and drive. Park is activated by pressing a button, and manual shifts are actuated via the steering-wheel-mounted paddles.

2011 Audi R8 Spyder 5.2 V10 - Spied

BY JENS MEINERS, PHOTOGRAPHY BY CARPIX AND THE MANUFACTURER, ILLUSTRATION BY YOSHI G.

Audi is getting ready to launch the R8 Spyder at the Frankfurt auto show this September. But the company told us that no teaser shots will be provided in advance, so these spy shots likely are the closest we’ll get to the real thing before then.

Like its cousin, the Lamborghini Gallardo Spyder, the Audi R8 Spyder will have a fabric top. Audi executives like to point out that every one of the company’s convertibles has a cloth roof rather than a folding metal one, unlike some BMW and Mercedes offerings. Today's state-of-the-art fabric tops are so well-isolated that they have virtually no disadvantages in the areas of noise, interior comfort and temperature, or high-speed driving.

Folding hardtops, on the other hand, can add weight and complexity, and they often call for ungainly changes to a vehicle’s shape to accommodate stowing the hardtop panels—witness the Ferrari California’s ungainly butt. Looking at the California, we don't want to start imagining what a folding-hardtop R8 would look like.

When the R8 was conceived, engineers were content with just having a coupe version, and a Spyder wasn’t under serious consideration. This changed after the initial success of the nameplate, and Audi came up with a conversion that looks organic and altogether convincing. We even think the loss of the coupe’s distinctive sideblade adds a touch of elegance.

The R8 Spyder will be launched with the magnificent 5.2-liter V-10 engine that makes 525 hp and is a close relative to the Lamborghini Gallardo LP560-4's 560-hp engine. It provides 391 lb-ft of torque; 0–60 should take four seconds or less, and top speed will be in the neighborhood of 195 mph. A slick-shifting six-speed manual box will be standard, but most customers will opt for the R tronic six-speed automated manual, which blips the throttle at virtually every downshift. In our opinion, though, even that bit of tech can't make up for losing the beautiful gated shifter of the standard transmission. The 420-hp V-8 might be added later, but it’s looking more likely that the V-10 will remain the only engine until the R8 is replaced by a successor a few years down the road.

1961 Ferrari 250 GT Pinin Farina Coupe

I don’t recall any stories of Porfirio Rubirosa romancing the lady of the week in his PF coupe, and there is little competition history
by John Apen

When the 250 GT Europa was launched at the 1954 Paris Salon, it was described as the first series production car for Ferrari. The 3-liter cars were in production for 10 years. The 250 series encompassed a whole range of models catering to everyone from wealthy gentlemen to ambitious racing drivers. The 250 Pinin Farina Coupe introduced at the 1958 Paris show replaced the 250 Europa, also a Pinin Farina design.

The coupe was a milestone for Ferrari. Using proven 250 GT components, all 353 Coupes were bodied by Pinin Farina at its new Turin manufacturing facility. The combination of competition-derived engines and chassis with quality bodies made the coupe Ferrari’s best seller by 1959.

This car, #1617, was delivered in September 1961 as the 241st built.

It has had four owners, and in 2004, the car competed in the Liege-Rome Rally. It currently shows 44,000 miles, and when inspected by a Christie’s specialist, the bodywork was straight with good panel fit, though a few minor imperfections were evident. The car started “on the button” and performed faultlessly.

Although not a concours example, it presents very well, and all mechanical components are reported to be in good working order. The heads were rebuilt around 2004 and the car was serviced 1,600 miles ago. With the majority of components similar to or shared with some of the most valuable and desirable Ferraris, this 250 GT provides comfortable, competitive touring and is ideal for a host of European events. The estimate is $120,000–$190,000.

The SCM Analysis Details
Years Produced 1958–60
Number Produced 353
Original List Price $12,600
SCM Valuation $125,000–$175,000
Tune-up Cost $2,000
Distributor Caps $400 each
Chassis # Location Front frame tube
Engine # Location Right rear engine mount
Club Info Ferrari Club of America, Box 720597 Atlanta, GA 30358
Alternatives 1955–58 Mercedes 300Sc coupe, 1962–65 Porsche 356 Carrera 2 GS coupe, 1961–62 Aston Martin DB4 Series V coupe,
Investment Grade C
This “notch back” coupe sold for $152,400 at Christie’s February 2007 auction at Rétromobile in Paris.

The was a higher price than any achieved at recent auctions, and for an average condition PF coupe without major restoration bills or vetting at an important judged event. Two years ago this price would have bought a very nice PF Cabriolet.

Donald Osborne, Sports Car Market’s man on the scene, observed: “Good paint, shows some sinkage and some orange peel. Variable panel fit, both doors slightly out at rear edge. Good chrome, which has light scratches and pitting on bumpers. Very good seats, slightly soiled, carpets stained in places. Red is not the best color in my opinion, but this car seemed clean and honest, and it presented better than the description above might indicate. These are much better drivers than conventional wisdom states, and values have jumped in the past few years.”

Donald’s judgment about color corresponds with the factory’s perceptions, since 169 cars were painted gray, silver, or white. Only two of the 353 were painted Rosso Corsa (racing red), and one had a silver roof—one of 32 that received two-tone paint. These subdued colors were consistent with the nature of the car.


Not meant to be a sporty Ferrari

It was never meant to be a low-cut sporty Ferrari, but rather an elegant, conservative GT. Enzo Ferrari reportedly wanted to stabilize his company’s finances and asked Pinin Farina to design a practical coupe with proper heating and ventilation that could be built in series. Introduced at a Milan press conference in 1958, Pinin Farina’s staid design eschewed fender vents for clean lines and adopted a notchback three-window greenhouse with a panoramic rear window. The oval grille was gone, replaced by a long narrow grille flanked by protruding headlights.

Because of its conservative styling, the PF coupe has never been popular with Ferrari collectors and has often been one of the most affordable Ferraris. This meant that by the early ’70s, most were in deplorable, neglected condition, and many were parted out to support more desirable 250s or to become the basis for replicas. It is estimated that fewer than half of the original 353 survive. All cars in the series had the classic 3-liter Colombo single overhead cam V12 engines, detuned from the competition version. All had the same LWB 102.4-inch tubular steel chassis, almost identical to the chassis used on the competition 250 Ferraris. By 1959, as the coupe continued to sell, some important updates were implemented. Around s/n 1499, after about 200 had been produced, Dunlop disc brakes replaced the traditional drums. A little later, the much improved outside spark plug engine, Tipo 128F, was fitted to s/n 1527 and the cars that followed. The 4-speed transmission was dropped in favor of a 4-speed with electric overdrive. These changes made the later cars much better drivers and stoppers.

Using the Thorson collectibility scale, (February,“Race Profile,” p. 65), where does this Ferrari fit?

First, was it special when new? Well, it was expensive, at $12,600; it cost as much as a very delectable selection of other Ferraris. It was the same price as an alloy-bodied Tour de France, and more expensive than an LWB California. Even a Testa Rossa was comparably priced and available, if you had the right racing license and a good team. Sort of reminds me of the lucky-unlucky guy who inherited his dad’s 365 GTC/4 bought new 35 years before. The father chose it because, while it was more expensive than a Daytona Spyder or even a leftover NART Spyder, it was more civilized.

Second, was the PF coupe ever associated with special events or people? I may have missed them, but I don’t recall any stories about Rubirosa romancing his lady of the week in his PF coupe, and of course there is little competition history, let alone any victories. So on the second scale, the PF coupe is pretty low in the Ferrari hierarchy.


Vast numbers sacrificed for parts

Third, rarity. It outsold all other models available in the late ’50s and all models preceding it. When the first prototype, s/n 0843, was finished, Ferrari had produced fewer than 800 cars since its founding ten years earlier, so the sale of 353 cars in a little over two years was very significant to Ferrari’s cash flow. Because of the vast numbers sacrificed for parts, they are now somewhat rare.

Finally, what’s its fun quotient? Well, parts and service are readily available, if not cheap. It would probably be admitted to most of the international driving events, maybe after languishing on the waitlist. It will probably not be Pebble Beach material anytime soon, but most other events would welcome it. And it is a V12, makes all the right sounds, and should impress almost everybody at the local cruise night. So maybe it’s a 50–60 percentile car.

Is it worth $153,000? The Ferrari Market Letter shows this model to have the highest increase in its Asking Price Index of any Ferrari over the last two years, close to 100%. Are we seeing a “bubble” in prices of second-tier Ferraris, similar to the 1986–90 period? Or is this vindication for the bottom-fishing theory of investing, that buying the cheapest house on a great block is the best way to go? Only time will tell, but meanwhile, it will be a great tour car, and as the prices of all old V12s continues to climb, this may be the new price of entry to the club.

2010 Acura TSX V6 - First Drive Review

BY STEVE SILER, PHOTOGRAPHY BY MORGAN SEGAL AND THE MANUFACTURER

Around here, we are all big fans of the Acura TSX—the lean, frisky, three-time-10Best-winning, first-generation version, anyway. With respect to the larger, more substantial second-gen 2009 TSX introduced just last year, our camp is split. Some of us believe that even despite the car’s newer and larger (but just 130-pound-heavier) body, the high-revving 201-hp, 2.4-liter four-cylinder carried over is still a great match, offering an excellent blend of power and prudence, especially with the available six-speed manual. The rest believe that along with the newfound size and substance, Acura should have added a heap of horsepower—and rear- or all-wheel drive.

In regards to the former group, nothing has changed on the four-cylinder TSX for 2010: it’s still the happy, front-drive, near-luxe sedan it’s always been. For the power-hungry bunch, the 2010 TSX V-6 will alleviate the horsepower deficit when it goes on sale in July. By slipping in the same, 3.5-liter V-6 from the base TL—tuned in the TSX to 280 hp and 254 lb-ft of torque—Acura turns its smallest four-door into a very quick sports sedan, even if it comes only with a paddle-shifted, five-speed automatic transmission.

Specifications
VEHICLE TYPE: front-engine, front-wheel-drive, 5-passenger, 4-door sedan

BASE PRICE: $35,660

ENGINE TYPE: SOHC 24-valve V-6, aluminum block and heads, port fuel injection

Displacement: 212 cu in, 3471cc
Power (SAE net): 280 bhp @ 6200 rpm
Torque (SAE net): 254 lb-ft @ 5000 rpm


TRANSMISSION: 5-speed automatic with manumatic shifting


DIMENSIONS:
Wheelbase: 106.4 in Length: 185.6 in Width: 72.4 in Height: 56.7 in Curb weight (C/D est): 3650 lb


PERFORMANCE (C/D EST):
Zero to 60 mph: 6.0 sec
Standing ¼-mile: 14.6 sec


FUEL ECONOMY:
EPA city/highway driving: 18/27 mpg

How quick is it? Well, we’ll have to wait until we track test it to say for certain. Acura says it is capable of hitting 60 mph in seven seconds. But considering we hit 60 in 6.7 seconds with the last manual-equipped four-cylinder TSX we tested, we’re sure Acura is waaaaaay off with that silly estimate. Stay tuned.

Keep Your Hands on the Wheel

But alas, as the saying goes, with power comes responsibility. And in this case, the driver must be responsible for managing the V-6 model’s extra thrust—and 200-plus pounds of additional beef, most of which takes up residence over the front wheels. With its 62/38-percent front-to-rear weight distribution, this is a recipe for eminent understeer. And sure enough, our preview drive on some of the most challenging mountain roads through Malibu, California—with almost no runoff room and very few guardrails—provided us with more than a few intestine-twisting moments. We came to realize that the V-6 model truly isn’t as tossable as the four-cylinder, despite Acura’s fitment of flared-spoke 18-inch wheels (one inch larger than those on the four-banger) and firmer front shocks. Torque steer, however, is very well managed considering how much power is being dumped upon the front axle. After all, the front tires have to steer, too.

The brakes were also worked up a bit, with a new master cylinder, brake booster, and uprated rear brake pads. The pedal, however, still exhibited some slop in the first inch or so of travel, and that only got worse during our admittedly harsh flogging. We also saw considerable fade. In every other respect, however, the TSX is unchanged. The only exterior alterations involve the aforementioned wheels, a slightly revised front fascia and the V-6 badge on the trunk. Inside, other than a new active noise-cancellation system, there is no difference whatsoever. And that’s just fine with us: the comfortable, spacious and exceedingly well equipped interior is one of the TSX’s strongest suits, especially dressed in a dark color and equipped with the Tech package and its solar-sensing climate-control system, 10-speaker ELS surround-sound stereo, and navigation with real-time traffic reporting.

Steep Price for Power

Well, there is one more difference: price. At $35,660, the TSX V-6 will cost a monstrous $5,540 more than the $30,120 2010 TSX four-cylinder that’s available now. That’s right, two extra cylinders will run a guy nearly $2,800 each. That’s especially notable given that the TSX has proven that it can do its job just fine with the four it was born with, to say nothing of that engine’s clear fuel economy advantage (21 city/30 highway mpg versus 18/27).

2010 Lexus HS250h Hybrid

BY STEVE SILER

There are luxurious cars, and there are fuel-efficient cars. There are even some that offer moderate levels of both characteristics. But no vehicle has managed—or even attempted—to take luxury and fuel economy simultaneously to such high levels as has the 2010 Lexus HS250h, the industry’s first dedicated luxury hybrid. Think of it as the Prius of Lexuses or the Lexus of Priuses—your choice—and you won’t be far off.

If any company can pull it off, it’s Lexus. But by Lexus’s own admission, the HS250h is not one of the brand’s so-called no-compromises hybrids—such as the RX450h, the GS450h, and the LS600h—which supplement well-endowed engines with electric power for a driving experience that feels befitting of their luxurious trappings while still delivering better fuel economy and lower emissions. By inference, then, is Lexus suggesting that the HS250h is perhaps a “compromised” hybrid? After our first drive in one on the roads around Newport Beach, California, it became clearly evident that that’s what it is.

“Mooing” Motor and Un-Lexus-y Loudness

So what happens when Toyota takes the small-car chassis on which it also bases the Prius and adds hundreds of pounds’ worth of Euro-market Toyota Avensis–based sheetmetal and luxo gewgaws? Well, for one thing, it gets slower—which is why Lexus deemed the Prius’s 98-hp, 1.8-liter four-cylinder inadequate and replaced it with the Camry hybrid’s Atkinson-cycle, 2.4-liter unit with 147 hp and 138 lb-ft of torque. The nickel-metal hydride battery pack and electric motor conspire with the engine for a system output of 187 hp (the 3050-pound Prius makes only 134 combined horsepower). Hustling the 3740-pound HS250h to 60 mph takes 8.4 seconds, which is 1.4 seconds faster than the last Prius we tested. The HS pays the piper in fuel economy, though, as its EPA city/highway ratings of 35/34 mpg doesn’t even come close to the Prius’s 51/48 figures.

In spite of the HS250h’s alleged acceleration advantage, the Prius and the HS250h feel virtually identical from behind the electrically assisted steering wheel (which, in the HS250h, unlike in the Prius, is thankfully not ovoid). Road feel is pretty much zero, even with the optional 18-inch wheels and 225/45-series tires. However, the steering response is direct and reasonably quick. At the same time, the interior sound quality isn’t exactly up to the traditional Lexus-isolationist level. We wish it were, for as much as we like to hear and feel what’s going on beneath us, what we hear and feel inside the HS250h are the droning “mooOOOOooo” of the engine-and-CVT combination during acceleration, along with a fair amount of tire noise and low-level reverberations from road impacts. We understand that less weight is important for any hybrid in the interest of fuel economy—and indeed for any vehicle—but even we would like a few more pounds of sound-deadening material in the HS250h so we don’t have to hear the powertrain’s pitiful drone. We suspect anyone who’s ever owned a whisper-quiet Lexus would agree.

Specifications
VEHICLE TYPE: front-engine, front-wheel-drive, 5-passenger, 4-door sedan

ESTIMATED BASE PRICE: $33,000

ENGINE TYPE: DOHC 16-valve inline-4, 147 hp, 138 lb-ft; AC permanent-magnet electric-motor assist, 141 hp, 199 lb-ft; combined power rating, 187 hp

TRANSMISSION: continuously variable automatic

DIMENSIONS:
Wheelbase: 106.3 in Length: 184.8 in Width: 70.3 in Height: 59.3 in
Curb weight: 3740 lb

C/D TEST RESULTS:
Zero to 60 mph: 8.4 sec
Standing ¼-mile: 16.5 sec @ 87 mph

FUEL ECONOMY (MFR’S EST):
EPA city/highway driving: 35/34 mpg

Think you can creep around in EV mode to shut things up? Technically, you can for up to two or three miles, so long as the battery remains above a 50-percent state of charge. This requires the tenderest of right feet (which we admit we don’t have) and only works when not accelerating at speeds higher than 20 mph. Otherwise, the engine fires up.

The HS250h subscribes to the latest craze in hybrids in offering selectable “eco” and “power” settings in addition to a normal mode. Eco mode accelerates battery recharging and retards throttle response to maximize efficiency; power mode does the opposite. Putzing around Newport Beach in the HS250h, we noticed a canyon of difference between the two modes and a commensurate difference between the resulting fuel economy, as well. Employing our best hypermiling techniques in eco mode for many miles, we eked the HS250 to over 42 mpg—although we assure you we made few friends among our fellow drivers along the way. In power mode, we enjoyed crisper acceleration, of course, but had a hard time getting mileage anywhere above the high 20s.

A Little More Luxury, a Little Less Practicality

Okay, so dynamically, the HS250h leaves a lot to be desired. But what about luxury? The good news is that the HS250h offers many more luxury fitments than we usually associate with hybrids. Problem is, so does the 2010 Prius. The list of features that come standard on the HS is long, but not much longer than that of a reasonably well-optioned Prius. And there are many options—such as the odd-but-effective “lane keep assist” feature, adaptive cruise control with collision mitigation, and swiveling headlamps—that can also be added to the Prius. Exclusive to the HS250h, however, are such options as Lexus’s nifty “remote touch” controller, a wide-view front monitor, a head-up display, and a Mark Levinson surround-sound audio system. The HS250h debuts Lexus’s new OnStar-like Enform system, which makes real live people available to beam directions to your navigation system, displays sports and stock information, and allows owners to input up to 100 destinations into the car from their computer rather than from the driver’s seat.

What you won’t find are the roof-mounted solar panels that are available on the lower-priced Prius. There are other compromises, too. The base textured leather upholstery feels more like leatherette and makes the upgraded semi-aniline leather a worthwhile upgrade. Color combos are slick, especially the high-contrast cream leather with black carpeting, but there remains a certain sense of thin-skinned cheapness to the materials that reveal the car’s light-weight-over-substance priority set. And with the batteries located between the rear seatback and trunk, the cargo area is surprisingly small and lacks the accessibility of the Prius’s hatchback. (To be fair, the HS has the largest access slot of any Lexus sedan.)

We’d Rather Have a Prius (There, We Said It)

Lexus claims that a not-insignificant 60 percent of entry-luxury customers would consider a hybrid if it were available. If that is the truth, this car should sell reasonably well. Still, it’s hard to say that the HS250h does the hybrid thing—i.e., get great mileage and make splashy green statements—as well as the Prius. Nor does the HS250h do the luxury thing as well as other Lexuses. It is less practical than the Prius while returning exactly as much driving satisfaction—which is to say very little—all without the green halo effect that has made the Prius the favorite of the environmentally inclined. Indeed, if the HS250h isn’t going to drive any better than the Prius, we’d rather have the mileage—and the lower monthly payment—of a Prius instead.

So, the HS250h is a “compromises hybrid” that strikes a compromise between good mileage and a fair amount of high-brow comfort features. We can think of other vehicles—the Mercedes-Benz E-class diesel or even a loaded Ford Fusion hybrid—that strike that balance just as well, and drive better in the process.

2010 BMW 5-series Gran Turismo

BY STEVE SILER
Usually, we herald the introduction of a brand-new BMW. Even when it challenges our preconceptions about the brand—as did the 1999 X5, the 2002 7-series, and, more recently, the oddly appealing slant-back X6—we try to keep an open mind. But BMW is pushing the limits of our love with its 2010 5-series Gran Turismo, aka 5-series GT, which we first saw in concept form at the Geneva auto show. BMW claims the inaptly named GT's pragmatic sheetmetal will attract Lexus buyers.

As previewed in Geneva, the 5-series GT blends 5-series mechanicals with a none-too-sexy hatchback body and a capacious interior. On the outside, virtually nothing has changed from concept to reality, with the broad, blunt nose leading the way (and containing many pedestrian protection devices within it). While the “Corona rings” in the headlights are now LEDs and frameless windows top the aluminum doors, the most interesting exterior feature is the curious hatchback. It can be opened like a traditional hatchback and also has a separate flap that opens more like a trunk, presumably in order to make the car more palatable to people that have a stigma against hatchback designs. (Since people who stigmatize hatchbacks usually do so because of their looks, not their cargo access, the dual-mode hatch probably won’t help.) Wheel sizes will range from 18 to 20 inches, but even the biggest rollers get dwarfed by the slab sides of the GT. This fortress-on-tiny-wheels design may appeal to Lexus RX shoppers.

Innards of a 7-series

Once inside, the eyes get a reprieve. Truly, the interior of the 5-series GT is quite beautiful. BMW’s recent efforts to make its interiors both aesthetically pleasing and ergonomically sensible pay off in the form of elegant color combos, premium materials (including two glossy and one matte wood finish), and high-resolution, black-panel screens for the gauge cluster and iDrive display. The standard and optional features list is way too long to detail here, but suffice it to say that nearly everything that is on the 2009 7-series is available in the GT, including night vision with pedestrian detection, a heads-up display, massaging ventilated seats, rear-seat entertainment, and a surround-sound audio system.

Rear-seat legroom is also on par with the 7-series, complemented by X5-like headroom. The standard setup is a three-across bench, although a “Luxury Rear Seating Package” features a pair of power-adjustable bucket seats separated by a console. Each configuration allows fore/aft sliding to make room for cargo, and at least 33 degrees of seatback recline for road-trip nappers. BMW makes special note of the fact that a separator between the rear seatbacks and cargo area insulates the cabin like a true sedan, even when loading cargo (assuming you only open the lower part of the trunk). We think the insanely complex and heavy trunk and the massive divider between it and the cabin constitute a wildly complex solution to a problem no customer ever knew he had.

Solid Mechanicals

While the jury still hasn’t come forth with a verdict on its packaging, we hope the 5-series GT will drive well. BMW tends to not let cars out of the garage without first being well endowed and well sprung, but BMW is targeting Lexus's softer, gentler approach, so we have no preconceived notions about how the GT will comport itself. In Europe, the 5 GT will get a choice of turbocharged 3.0-liter inline- sixes fueled by either gasoline or diesel. The 400-hp, twin-turbo V-8 we’ve come to love in the X6 and 7-series will also be available in Europe and will lead the charge to the U.S. in the 550i GT. We’re not sure which, if any, of the sixes we’ll get here, but we’re hoping both. Continuing the Lexus-think, no manual transmission will be offered; all 5 GTs will come mated to BMW’s eight-speed automatic transmission.

Keeping it all off the ground are front and rear multi-link suspension setups, much like those found on the X5, X6, and 7-series, with standard rear air springs and optional active roll stabilization and disconnecting sway bars. The 7-series also donates its active four-wheel steering system to the 5-series GT. The optional Adaptive Drive system features four modes—Comfort, Normal, Sport, and Sport Plus—to tailor the vehicle’s throttle sensitivity, transmission characteristics, power-steering assistance, and traction-control thresholds to the driver’s preference. The brakes feature composite front rotors said to reduce deformation and fade, which will be important should the driver of the heavy thing get frisky in the twisties.

Still Scratching Our Heads

Pricing hasn’t been announced for the 5-series GT, although we expect it to follow the X5’s scheme, which would put the 550i GT’s starting price at about $57K and the 535i GT—if we were to get such a thing—just under 50 large. As for the product itself, we’re keeping an open mind until we can see it in its proper context (i.e. on the road) and from behind the wheel. On first blush, this oddball hauler seems to be splitting hairs between the 5-series wagon and the X5 SUV, but if we can suspend for a moment what we think a BMW should be and imagine a BMW that a Lexus buyer might want, this vehicle almost makes sense.

Driving Tips for Mom's-to-Be

by Lauren Fix, The Car Coach.
http://www.laurenfix.com/

With all of the excitement surrounding moms-to-be, transportation is the least of the worries, however driving while pregnant can be a very uncomfortable situation. I'm a mother of two and have been in this position before. Here are tips to new and expectant mothers for safe and comfortable car rides.

Many pregnant women may find driving to be less than comfortable, worrying if their belly is too close to the steering wheel, not quite sure how to deal with the seat belt, and the thought of airbags protecting their unborn child.

Although sometimes unpleasant, you should always wear a seat belt. The proper way to wear a seat belt while pregnant is no different from any other time. Make sure that the lap belt is low and tight across your hips, not across your stomach. The shoulder belt should go across the middle of your chest and away from your neck. Many vehicles allow for adjustment of the belt at the cars B pillar (the middle post over your shoulder).

Airbags are proven to save livesif they are used with seatbelts and if the passenger is seated properly and the right distance from the airbags. Expectant mothers should be sure to sit up straight and keep at least 12 inches of clearance between the front airbags and their belly. Pillows or other cushions should not be used to change seating position, simply use the adjusters that are built into the vehicle.

Some vehicles are just easier to get in and out of than others. When I was pregnant I had difficulty getting in and out of my husbands pick-up truck. This may be an issue for many pregnant women. If there are no alternative choices, I suggest keeping a step stool handy, but use extreme caution.

Below are answers to other common questions for choosing the best cars for new moms.

- Pregnant women and new mom's are already dealing with all the gear they have to carry - what vehicle can hold it all and which are the easiest autos to load and unload?

Look for low vehicles that are safe such as Crossover or Sport utility vehicles, also, consider minivans and station wagons. The secret is to haul all the gear without putting more stress on your back.

- What auto will put the least pressure on your back?
Lower vehicles, but not too low like CUV's, are best as you can get car seats in and out and are not too high so you don't strain your back. This is personal based on height and body structure.

- Which vehicles are the easiest to install a car seat?
Minivans are easiest so you can sit in the vehicle if needed and buckle in the belt. Please always follow the owners manual and the car seat directions for the correct way to install the seat.

- As the kids grow - will this vehicle grow with it?
Kids love to look out the window at any age. Look for adjustable seats and never use a pillow or blanket to raise a car seat.

- What can you add to a car to protect children from the sun?
Static window tint and shades are available to protect your child from the sun or bright light that may upset a child or baby.

- What are the safest vehicles to protect your children?
Always look for a five- star crash test rating for the front driver and passenger as well as both sides for side impact protection. Children travel safest when they wear their seatbelts, you should set a good example, but the safest vehicles have air bags in the front and side. Car seats are the safest way for small children to travel as long as theyre properly attached to the car.