Saab 9-X Air BioHybrid Concept - Auto Shows

BY ALISA PRIDDLE

Saab celebrates 25 years of convertibles with a concept designed to explore what open-air motoring can be in the future. It also is yet another glimpse into what an eventual Saab 9-1 will look like.
The Swedish automaker will show the 9-X Air BioHybrid concept in October at the 2008 Paris auto show. The car is billed as a design study, with a unique canopy top, wraparound windows, and a driver-centric cockpit. The gauges appear frozen in ice.
The 9-X Air is a four-seater, two-door convertible styled to look like a true coupe when the top is up.
Saab says it designed the convertible in parallel with the 9-X BioHybrid concept that was shown at the Geneva auto show and is thought to be a step in the development of an all-new Saab 9-1 to expand the lineup. The two use the same powertrain, a turbocharged 1.4-liter that runs on E85 bioethanol fuel, and it is coupled with hybrid technology. It is a mild hybrid system, saving fuel with its start/stop capability, but cannot propel the vehicle on electricity alone. The mild hybrid system is expected to be on the market in GM vehicles in 2010 as the next generation of the system in such cars as the Saturn Vue and Chevrolet Malibu hybrids.
The 9-X Air makes its auto show debut 25 years after the first convertible from Saab was shown at the Frankfurt auto show.
Mark McNabb, GM’s North America vice president in charge of the premium channel (Saab, Cadillac, Hummer), tells Car and Driver he thinks the Saab brand is strategically significant, and as the industry embraces the downsizing of engines and green initiatives such as ethanol and hybrids, Saab can play a unique role in GM. “The market has moved towards them,” McNabb says of Saab.
And with the 9-5 being replaced next year, and the body-on-frame 9-7X being replaced with the more fuel-efficient, unibody 9-4X in the fall of 2009, the brand is essentially seeing a real overhaul over the next 14 to 18 months, he says.

BMW Concept 7-Series ActiveHybrid - Auto Shows

BY ALISA PRIDDLE
BMW is back with another rendition of its ActiveHybrid system—this time in its flagship 7-series—with the world debut of the BMW Concept 7-series ActiveHybrid in October at the 2008 Paris auto show.

The automaker pairs the car’s twin-turbo, direction-injection, 4.4-liter V-8 engine with an electric drive for what is known as a mild hybrid—meaning the car cannot operate on electricity alone. Rather, the electric motors reduce fuel consumption and emissions—BMW claims by 15 percent—through such means as an automatic start-stop function that turns the vehicle off when it otherwise would be idling.

The idea is to make the car more efficient without compromising performance. The conventional version of the new 2009 7-series with the V-8 offers 400 hp and 450 lb-ft of torque and BMW says that is not diminished—in fact, the 20-hp electric motor will boost acceleration. Combining the two powertrains should produce about 415 hp and 605 lb-ft of torque, we are told. Channeling the power is an eight-speed automatic transmission.

Energy captured in brake regeneration will be used to power many of the car’s features, leaving the fuel free to make the car go fast. BMW says enough energy can be stored to power substantially more electric components than in past vehicles—which seemingly makes it possible for an endless list of creature comforts. The energy is stored in lithium-ion batteries that are located in a trough in the trunk.

The components of the mild hybrid system come from a cooperative effort with Daimler. BMW first showed the fruits of these labors in the X5 Vision unveiled at the 2008 Geneva auto show. Mercedes introduced similar technology in Geneva with the Vision GLK BlueTec and S400 mild hybrid concepts.

Each luxury automaker insists its individual systems have been tweaked to reflect their brand images—a claim we’ll need to verify when we can drive their respective vehicles. A BMW source says the two automakers pooled their efforts for the first two steps of the development of the shared technology, at which point the work veered off in brand-specific directions. “Now we are at the fifth step of the technology,” he says. The source says BMW is using the technology to improve dynamics and performance, while Mercedes views the system as a means for better energy management—a claim Mercedes may or may not dispute.

Hybrid 5-Series Expected, Too

The mild-hybrid project is not part of a larger collaboration of BMW, Daimler, Chrysler, and GM to develop a full or two-mode hybrid system that can power a vehicle on electricity alone. BMW is more likely to put the two-mode system in its utility vehicles, such as the Concept X6 ActiveHybrid while the mild hybrid system is expected to make it into the next-generation 5-series.

The 7-series hybrid concept follows the design direction of the new 2009 sedan. Specific to the hybrid concept is an aluminum dam that stretches across the front end to control air flow for better aerodynamics. The lower air intake is partially covered by the dam. To bookend the look, a similar strip is integrated into the rear and accentuates the wide, flat shape of the tailpipes. The car is dressed with 20-inch alloy rims with a V-spoke design.

BMW says two models with the mild ActiveHybrid system will go into production in 2009, which we expect to be the 7-series and 5-series. Even though BMW showed the system in the X5 Vision, it coupled the electric motors with a four-cylinder turbo-diesel, and officials tell us they likely won’t offer an expensive mild diesel hybrid, nor does BMW see enough benefit of a hybrid system with a smaller engine (gasoline or diesel).

Kia Ceed 1.6 Hybrid (2008)

By Jesse Crosse

Kia has changed almost beyond recognition over the last few years, from a low-cost Korean brand to a maker of well-made European-designed cars that can hold their own with the best of them. Now it’s launching a full-scale attack on the advanced environmental technologies too, with plans to launch a hybrid first in the Korean market and later in Europe. Based on the Ceed five-door, it’s a mild hybrid, which means the electric motor can boost power but doesn’t deliver enough grunt to drive the car on its own.

What’s under the bonnet of this Kia Ceed Hybrid?
A 1.6-litre petrol engine combined with a 15kW (20bhp) integrated electric motor mounted inline on the engine’s crankshaft. The 180-volt electric motor is only used to boost power and provide regenerative braking when the car is slowing down. The prototype we drove still retains a conventional starter motor and alternator although the plan is to do away with those by the time the hybrid reaches production.

The power unit drives through a CVT transmission designed in-house and the whole lot is mounted transversely under the bonnet just like a conventional engine. Power is supplied from a 180-volt, 5.3Ah lithium-ion battery back, although the ancillaries work on 12-volts as usual.

Are the controls any different?
Only the instruments give away the fact that you’re driving a hybrid. A pair of LED gauges tell you what’s going on with the hybrid drive system, so as you accelerate a crescent of red lights registers battery drain and as you lift off, it swings anti-clockwise around the clock face registering the regenerative braking in green. There’s also an animated graphic showing the energy flow between the engine, motor, battery and wheels.

Big bang theories - HSV W427 v M-B CLS63 AMG

Jonathan Hawley

A few tenths and $115K separates Australia's new performance king from one of Germany's fastest. Can the CLS63 justify its premium, or will the W427 be exposed as a pretender?

It's unlikely that David Hube and Donald L Henley have ever met, but I’d like to think they have a lot in common, apart from their initials. Both, I can safely assume, are working men, with dirt beneath their fingernails and can-do attitudes. I like to think Don enjoys hot dogs on the grill, and watching the Detroit Lions on cable over a Michelob or three. Herr Hube, I fancy, favours watching ‘his’ VfB Stuttgart boys on Eurosport, taking the kids for a weekend ride in the forests near Affalterbach, and sitting down to a big spread of pork knuckle and sauerkraut.

During the working week they live parallel lives, despite being separated by two continents and the Atlantic Ocean. You see, these guys are responsible for building two of the best damn V8s, ever. I know this because Don’s name appears on a plate fixed to the rocker cover of the LS7 in our HSV W427. Dave’s moniker, meanwhile, adorns the 6.2-litre beast that lurks beneath the swooping bonnet of our white Mercedes-Benz CLS63 AMG. Gents, even if you’re each unaware of the other’s existence, we salute you.

Combined, the fruits of their labour displace 13.2 litres and produce more than 1000 horsepower. The HSV’s roots are prosaically Australian with American input, while the AMG is upper-class German through and through. Their differences are many – including body shape, price, equipment levels and even transmission type – but their basic aim is the same: to provide big-bore V8 grunt at the press of a throttle pedal.

While we would have preferred to compare the W427 with its Germanic sedan equivalents, examples of the E63 AMG and BMW M5 were impossible to source. So here we are with the Benz CLS. Using E-Class underpinnings, the long and low body is more coupe-like in execution, and is up against Australia’s undisputed muscle car heavyweight. The W427 is more than a GTS with a heart transplant; yes, the 375kW LS7 dominates the car, but there’s also a stronger six-speed manual gearbox, lowered and stiffened suspension, bigger front brakes and a beefed-up clutch and diff in its arsenal.

The W427’s $155,500 price tag might seem excessive, but it is around $115,000 less than the $269,675 Mercedes. Much of that can be attributed to standard equipment – the list of good stuff in the AMG not found on the HSV is extremely long. Things like keyless ignition, radar-operated cruise control, ventilated seats, a paddle-shift auto gearbox, sat-nav and bi-xenon headlamps all grace the Benz. The HSV doesn’t even have rain-sensing wipers. Clearly, it’s a case of beefy Australian muscle versus luxurious German technocrat.

The W427 also looks significantly different from other HSV models. The front end has an almost Audi-like opening in the grille and front air dam, plus bulging alloys to accommodate the larger brake calipers. Seen together, the HSV looks solid, chunky and square, compared with the low and elongated elegance of the Mercedes.

What they have in common is big-hearted performance by the bucketful thanks to remarkably similar, and gratifyingly huge, engine outputs. The smaller capacity (in relative terms only) AMG V8 with its quad cams and 32 valves produces 378kW at 6800rpm and 630Nm at 5200rpm. The HSV’s 7.0-litre, with pushrods and overhead valves, is good for 375kW at 7000rpm and a smidge more torque with 640Nm at 5000rpm. In engine terms, then, it’s virtually a straight shootout.

In the ensuing gunfight it turns out that the CLS63 wins on the drag strip – but only just. With the traction control turned off the big Benz roars off the line with a wriggle of wheelspin and, with the seven-speed auto up-shifting accurately, hits 100km/h in 4.7 seconds and covers 400 metres in 12.8. Coincidentally, those figures are exactly what we achieved in the W427 at Holden’s Lang Lang proving ground a month or so ago. On a different strip, and in different conditions, we couldn’t quite match the time. Struggling with traction on the get-up, the HSV nevertheless managed 0-100km/h in 4.9 seconds, and an impressive 13 second standing 400 metre time.

Bald figures can’t hope to convey the immense character of either of these engines. The AMG V8, for instance, has an epic exhaust note. It crackles into life on start-up, moves sonorously into a profoundly basic rumble as revs rise and ends with a bellow. Even with the transmission in auto mode, it blips the throttle on downshifts and generally lets anyone outside the car know there’s something huge happening under the bonnet. Subjectively, it doesn’t have the same bottom-end grunt of the old 5.4-litre supercharged unit, but the breadth of available revs and the sheer power liberated higher up more than compensates.

The W427 has a heady mixture of both low-down torque and high-end performance. On the first front, it will easily pull the TR6060 transmission’s high ratios at low speeds. If you want, it can trickle down to 60km/h and 1000rpm in sixth and still haul itself up to speed. From 80 to 120km/h in fifth takes just 6.1 seconds (but only 3.1 seconds in third) so grunt it has aplenty. But despite those big pistons, it will also happily and eagerly hit its 7000rpm limiter in the lower gears, producing power all the way. This is an addictive, beautifully flexible engine, and while the six-speed’s shift is a little slow at full noise, for the most part it makes good use of the big V8’s endowments.

Pleasingly, the HSV is not found wanting for refinement. Around town using minimal revs, the clutch is light, the drivetrain snatch-free, and the ride quality superb, given the low-profile, 20-inch rubber. It eases itself over sharper bumps rather than crashing through them and is actually more comfortable than the slightly jiggly CLS is on any of its air suspension’s three settings. Where the Mercedes wins out is in ease of operation – leave the tranny in auto and the only things left to play with are throttle, brakes and steering. Wind and road noise suppression are also far superior to the rowdier W427’s.

Up the pace on open roads and things change.

The HSV needs to be treated with respect, especially on slippery surfaces. With both lock and throttle applied in the lower gears, the rear end wriggles and slides. But that’s tempered by an extremely well-calibrated stability control system that allows some slip and then a gentle electronic save, and fabulously strong and secure brakes. The front end has a lovely amount of bite for razor-sharp turn-in, while stiffer rear-end bushes mean there’s no wobbling tail to contend with. Apply power mid-corner and the W427 will exit as quickly or with as much attitude as you choose.

That’s not to say the CLS63 driver is any worse off. The Mercedes’ V8 hangs a little further forward of the axle line, and steering is a little wooden, but it tracks faithfully and the rear end grips harder than the HSV’s. It can be pedalled vigorously, eating up short straights with a single gulp, and will power confidently through corners (albeit less entertainingly) with as much speed as its much cheaper rival.

On more prosaic matters, the CLS might have far more luxury equipment and nicer trimmings (like a leather-lined dashboard compared with the HSV’s unrelieved plastic expanses and boy-racer red), but it loses out big-time on packaging and practicality. That swooping low roofline means rear seat passengers – there’s seating for two, not three – have less head room than in the commodious Commodore body, and a less expansive view. The Mercedes is also lacking in leg room and has a smaller boot.

In some ways this is an easy comparison to call, and in other ways difficult. On price versus performance, it’s a no-brainer: the stopwatch may say the CLS63 is quicker, but in real-world applications there’s not much in it and the brutally fast, vastly exciting W427 at $115,000 cheaper is going to open wallets every time. Especially once you appreciate that it’s far more relaxing and refined than a seemingly uncompromising performance sedan has any right to be.

The CLS63 offers far more in the way of luxury and equipment yet its bellowing exhaust, sledgehammer acceleration and well-sorted chassis make it anything but soft. And, if the styling doesn’t do it for you, take a look at the $30,000 cheaper E63.

HSV’s finest also has a vast array of attributes apart from sheer grunt – ride quality, handling, excitement and looks among them.

The main thing is that each is a celebration of bounteous big-capacity performance, and for that, we owe both Donald and Dave a celebratory beer. But if it were our dollars being put down, we’d choose the HSV.

Audi S4 and S4 Avant first official photo

By Ben Whitworth


This is Audi’s all-new S4 which makes its debut in saloon and Avant (estate) guise at next month’s Paris motor show. It may look much like you’d expect it to, but in a radical move, Audi is turning its back on turbocharging – the S4 is powered by a new supercharged 3.0-litre V6 that pumps out 329bhp and a hefty 406lb ft of torque for a 5.1 second sprint to 60mph and a 155mph top speed.

After years of turbo-charging excellence, why is Audi going with a supercharger?
We’re a little perplexed ourselves, to be honest. While downsizing to a smaller forced-induction engine is a good way of lowering emissions and consumption without affecting performance, we’d have thought Audi’s turbocharging experts would have bolted on one or even two blowers to the S4’s 2995cc direct injection engine rather than a Roots type blower, even one that does spin to 23,000rpm.

'In conjunction with direct injection it is far superior to twin turbochargers, both in terms of packaging and of starting performance and responsiveness,' claims Audi’s official blurb. Which sounds like more spin than any supercharger could handle.

What else can you tell me about this engine?
Audi claims the smaller and lighter engine – the blower and a pair of air coolers are compact enough to nestle between the 90deg cylinder banks – benefits the S4’s dynamic balance and shortens the path the air must travel to the engine. It drives all four wheels – the S4 gets Audi’s quattro all-paw layout, natch – through a new seven-speed S tronic transmission.

Although at 142kg the dual-clutch some 40kg heavier than Audi’s six-speed manual, performance is actually faster because of the quick 200millisecond shift times and economy is enhanced because the transmission changes up earlier when driving in auto mode. Official combined economy is pegged at 29.2mpg – a massive 26 percent hike over the outgoing V8 model.

BLOG: Godzilla blows into town

Chris Gable

It's not officially on sale yet, but Nissan's new GT-R is already causing a stir Downunder.

There’s no need to adjust your screen. As the name confirms, that’s an all-Aussie fish ’n’ chip shop and, yes, that’s a highly-desirable Nissan GT-R parked out front.

Even though the car isn’t yet officially on sale here, private imports are out there. And the R35 has already made its mark in Australian motorsport. Tony Alford’s striking pink car made a huge impression in April’s Targa Tasmania but fell victim to tyre problems on Day 2 and was withdrawn. Then, earlier this month, young Steven Jones gave an R35 (pictured below) its first win on Australian soil, edging out Jim Richards’ highly-fancied Porsche GT2 to take out Targa West.

Based on its worldwide web blitz earlier this year, including blow-by-blow details of its giant-killing Nurburgring heroics, the new Godzilla is always going to draw a crowd. However, in sleepy NSW Central Coast town Shoal Bay, where our photograph was taken, there wasn’t a crowd in sight to greet arguably the most lusted-after performance car of the decade. But there was an appreciative Wheels art director (okay, Robin, artdirector – all one word, lower-case).

The art director, sorry, artdirector says he was waiting for his fishburger and chips when he heard a car “burble past”. At first, he glanced at it, then did a classic double-take when he realised what it was.

“The guy got out and left it idling, and I tore out the door to have a look at it,” he says. “It was fully-registered and sounded unreal, not like a V6 at all. And it looked amazingly tough. Photos really don’t do the car justice. When you see it in the metal, it looks menacing.”

And you’ve gotta love the way it’s parked in front of the ‘No Parking’ signs…

Nissan Australia says there’ll be a car on its Sydney motor show stand early next month, and the order books will be open. Don’t be surprised to see a Wheels art director – okay, okay, artdirector – lurking in the wings.

2008 Subaru Impreza WRX Road Test Review

Second gear. Alarmed, you spare a glance at the instrument cluster. The speedometer indicates you're driving 65 miles per hour in a residential district. You grimace and sheepishly, carefully apply the brakes. You're driving a station wagon, the 2008 Subaru Impreza WRX, and you've been lulled by its apparent innocence. A few seconds ago you stepped on the gas, and a moment later the turbocharger kicked-in, there was a muscular zip from the transmission, and then you thought, “This feels too fast...” But this is bound to happen when they dress in functional clothing what is essentially a race-car.

The WRX has a long-standing reputation for affordable handling and performance. The car is born and bred for rallying, and the Subaru World Rally Team races a version which they then hand to the consumer with few substantial changes. The Subaru flagship consumer model is the WRX STI, a turbocharged all-wheel drive performance-tuned little monster producing more horsepower than we want to discuss. The WRX, a step down, is still a rally car, but its styling has been softened into something you’d enjoy if you love fast cars but wish to look like a responsible adult.

This year's wagon has more interior space, and can fit a tall driver and three passengers, all of whom have leg room. It has 19 cubic feet of luggage space, or 44.4 cubic feet of cargo space when the 60/40 split rear seats are folded flat. The increased cargo space results from a redesigned rear suspension which together with a longer wheelbase gives a softer, more comfortable ride. The new suspension reduces road noise, and wind, road, and engine noise are low enough for comfortable conversation at highway speeds. Highly refined stability control, with power and braking precisely monitored and controlled at each wheel, gives excellent maneuverability and control in bad weather, on bad roads, and in emergency avoidance situations.

It has earned five stars in frontal crash tests, five stars in front-passenger side impact tests, and four stars in rear-passenger side impact tests. In severe frontal impacts a safety pedal system folds both the clutch and brake pedals forward to help reduce injury to the driver. The WRX uses the Subaru Ring-Shaped Reinforcement Frame Body Structure, along with front and rear crumple zones, to maintain integrity of the passenger compartment in collisions, dispersing collision forces away from passengers. The result is survival through many kinds of severe side impact collisions. For more information, see http://www.drive.subaru.com/Sum06_WhatsInside.htm.

The standard Subaru Advanced Frontal Airbag System deploys the driver's side airbag according to proximity to the steering wheel, as measured by sensors in the driver's seat track, and the front passenger airbag deploys only if the front passenger seat is occupied, and according to whether the system senses that the passenger is a child or an adult. Front seat head and chest side impact air bags, as well as side-curtain airbags, are standard.

Seat belts in all positions have three-point restraints, including the center rear position (as of 1 September 2007, this is standard in all new cars sold in the United States). Shoulder restraint height is adjustable in all outboard positions; front seat belts have electronically controlled pretensioners and force-limiters, and front seats have active head restraints (unless optional performance seats are installed). A LATCH child safety anchorage system secures appropriately equipped child seats in the left and right positions of the back seat. For more information about Subaru's implementation of the LATCH system, see http://www.drive.subaru.com/OnLineX_LATCH.htm.

The WRX wagon, then, isn't just a rally-bred toy, it's spacious, comfortable, and useful, and it takes safety seriously. What it lacks, in typical Subaru fashion, is luxurious appointment. The interior trim and dash are hard plastic. The seat controls are unpowered. The seats are upholstered in cloth. They are, however, comfortable, and to our minds this is more important than luxury.

The base WRX comes with automatic climate control, remote keyless entry, an 80-watt 4-speaker AM / FM stereo with a single-CD-MP3 player, and steering wheel audio and cruise controls. XM Satellite Radio is optional. The premium package includes ten speakers, a 100-watt stereo system with a six-CD-MP3 player, and heated seats. With the Navigation / Satellite package, Sirius Satellite Radio is included along with a very nice GPS navigation system. The navigation system includes auxiliary audio and video inputs and an integrated vehicle information display, which is mounted high on the dashboard for easier visibility. (Be aware, however, that opting for the navigation display means the DVD/CD-MP3 reader accommodates only a single disc.) Sensibly, display of movies or games is disabled while the vehicle is in motion, as is fiddling with the more involved controls of the navigation display.

So the car's interior is, though not luxurious, well-appointed and featureful. The exterior styling is another matter. Our drivers argued over its resemblance to station wagons. To be fair, it doesn't really look like a station wagon -- it is sleek, and much shorter than real station wagons of yore -- but the new WRX wagon looks much more wagon-like than previous versions. We hear that WRX enthusiasts are disappointed by this resemblance. The Premium Package includes a spoiler and under-spoilers, and side trim and a sports grill can be added. One of our drivers insists it be called a hatchback.

Let's talk more about driving. Except as an option available with the Premium package, the WRX has a 5-speed manual transmission. We have to confess that our drivers' shifting skills are all rusty. Until those skills returned, each of us produced embarrassing, bouncy lurches upon gear change. Once we remembered how to find the clutch sweet spot, and how to sync engine and transmission, shifting became more smooth. Trained, skilled rally drivers, we're sure, fare much better.

Steering is responsive and has a good feel, not too heavy, with good feedback. The car goes where it's pointed, though there is a little bit of understeer in hard turns. As to oversteer, we did not experience it, but we have read reports that if you take your foot off the gas in a hard turn, understeer can vanish suddenly to be replaced a feeling that the car might be about to fishtail, which can be startling to a non-professional driver. This process is called lift-throttle oversteer. We hear that the WRX remains controllable when this happens. This car feels very agile, and handling is excellent overall.

The mild understeer and lift-throttle oversteer are interesting, as all-wheel drive full electronic stability control is provided by the Subaru Vehicle Dynamics Control system, standard in the WRX. In order to keep the car pointed in the direction the driver intends, this system constantly and rapidly adjusts torque and brake force distribution to each wheel according to changing driving conditions, and the Subaru engineers have put so much attention into the system that we can only assume the presence of some under- and oversteer is quite deliberate. They are, we are given to understand, one of the means by which professional race car drivers feel the limits of the cars they drive, and they normally drive at exactly those limits.

And the WRX Hatchback is a drivers' car. It sprints zero to 60 miles per hour in under six seconds (a little longer than last year), and hits the quarter-mile in 14.4 seconds at 95 miles per hour (a little slower than last year). It uses a turbocharged 2.5 liter flat-4-cylinder engine producing a peak 224 horsepower at 5200 rpm, and peak torque of 226 ft-lbs at 2800 rpm. The horizontally opposed (or Boxer type) engine has a low center of gravity, and is mounted low in the car's chassis. This drops the car's overall center of gravity, and the arrangement of the various parts of the car's drivetrain is designed to balance the car's weight over its wheels to improve its stability and handling. The peak torque of this year's WRX occurs much earlier than in the previous model, providing more consistent power over a broader range of engine speeds. The car accelerates well at highway speeds in higher gears, making passing easier.

We mentioned a redesigned rear suspension. Previous models used MacPherson strut suspension in all corners; the new model keeps the old front suspension but uses a redesigned double wishbone suspension in the rear that intrudes less into the cargo area, thereby providing more cargo space. The suspension has been significantly softened, and though it's more comfortable, the car rocks a bit more on uneven roads and in hard turns. We still think it's an improvement. We prefer to keep our teeth in our mouths when traveling damaged roads.

Overall, the 2008 Subaru Impreza WRX Hatchback is comfortable, spacious, safety conscious, has a good cargo capacity, and has convenience features we like. It's meant to appeal to a broader market, and we think it qualifies as a family car. For those of you who are nineteen at heart, please remember to drive it carefully. It's fast, and the police know all about it.

The 2008 Chevrolet Malibu

by Tom Strongman
www.tomstrongman.com
Photos By Charles Ofria

General Motors' newest cars - the Saturn Aura, Cadillac CTS and now the Chevrolet Malibu - are evidence of a sea change taking place at the General's house.

The 2008 Malibu is kin to the Saturn Aura, and it drives much the same. It sits confidently on the road, has handsome styling, and its performance is on par with the top cars in this segment such as the Honda Accord and Toyota Camry.

The front-wheel-drive Malibu is built alongside the Aura at GM's Fairfax plant in Kansas City, Kan. There are two engines from which to choose: a 2.4-liter, four-cylinder with169 horsepower and a 3.6-liter V-6 with 252 horsepower. A hybrid will also be available. There are LS, LT and LTZ trim levels. Starting prices are $19,345 for the LS and $26,345 for the LTZ.

The test car was a well-equipped LTZ with a sticker price of $26,995.

The Malibu's grille reflects the global face of Chevrolet, while the rest of the body's styling is clean and uncluttered, with elegantly simple lines and tight panel gaps. The profile is especially nice with the LTZ's 18-inch alloy wheels.

The 112.3-inch wheelbase is 6 inches longer than the current Malibu's, while overall length is up only 3 inches. The longer wheelbase results in a large cabin and room for five people.

The front seats were covered in a handsome combination of two-tone leather.

Like the Aura, the Malibu looks, feels and drives solidly. The steering feels artificially heavy, but the overall ride quality is smooth and tight without being harsh. The lack of noise can be attributed to the use of spray-on sound deadener, laminated steel, composite wheel liners and laminated "quiet glass."

The 252-horsepower, 3.6-liter V-6 is smooth and strong. Its power is abundant across a wide range of rpm, and it never feels overworked even under full throttle. A six-speed automatic has a manual-shift function that can be operated with paddles on the steering wheel.

The LTZ also has buttons on the steering wheel for operating the cruise control and audio system. Sound quality is nice, and the radio has a jack for an MP3 player.

Inside, Chevrolet designers gave the interior the same attention to detail as they did the exterior with an ergonomic design that has nice texture surfaces. The instrument panel is a dual-cockpit design. Three gauges, trimmed with chrome, sit in a large pod. Blue backlighting is easy on the eyes at night, and tiny blue LEDs shine on the center console and light up the door handles at night.

A storage compartment atop the dash is good for sunglasses or maps, while the center console is deep enough to hold large items.

The LTZ test car had an interesting strip of thin woodgrain trim that ran across the doors, onto the dash and around the top of the center stack. While it didn't look like real wood, it was a handsome accent that was cleverly executed.

An available rear power center provides a household-style 110-volt AC power outlet.

The back of the split-folding seat is covered with a hard surface for wear protection. The opening between the trunk and cabin is not overly generous, but it is still wide enough for many large objects. The trunk has a lot of space.

Side airbags and side-curtain airbags are standard along with anti-lock brakes, traction control and tire-pressure monitoring. The brake assistance feature provides full braking power when a panic-braking event is detected.

The LT and LTZ models come with GM's electronic stability control.

Price: The test car's base price was $26,345. The sticker price was $26,995.

Warranty: Three years or 36,000 miles with a five-year, 100,000-mile powertrain warranty.

Point: The Malibu takes a giant step forward, both in terms of design and build quality. The cabin is attractive and comfortable, the LTZ's 3.6-liter V-6 produces plenty of power, and the handling is confident.

Counterpoint: The power steering feels artificially heavy, and the pass-through from the trunk to the back seat will not accommodate wide items.

The 2008 Subaru Impreza WRX Wagon

by Kaben Nanlohy
Photos By Kaben Nanlohy

Category: $25,000 to $30,000 small station wagon
Who should buy this car: A person who loves fast cars but wishes to look like a responsible adult.
Comparable models in this class: BMW 1 Series, Mitsubishi Lancer Evolution, Mazda3, Volkswagen R32


Second gear. Alarmed, you spare a glance at the instrument cluster. The speedometer indicates you're driving 65 miles per hour in a residential district. You grimace and sheepishly, carefully apply the brakes. You're driving a station wagon, the 2008 Subaru Impreza WRX, and you've been lulled by its apparent innocence. A few seconds ago you stepped on the gas, and a moment later the turbocharger kicked-in, there was a muscular zip from the transmission, and then you thought, “This feels too fast...” But this is bound to happen when they dress in functional clothing what is essentially a race-car.

The WRX has a long-standing reputation for affordable handling and performance. The car is born and bred for rallying, and the Subaru World Rally Team races a version which they then hand to the consumer with few substantial changes. The Subaru flagship consumer model is the WRX STI, a turbocharged all-wheel drive performance-tuned little monster producing more horsepower than we want to discuss. The WRX, a step down, is still a rally car, but its styling has been softened into something you’d enjoy if you love fast cars but wish to look like a responsible adult.

This year's wagon has more interior space, and can fit a tall driver and three passengers, all of whom have leg room. It has 19 cubic feet of luggage space, or 44.4 cubic feet of cargo space when the 60/40 split rear seats are folded flat. The increased cargo space results from a redesigned rear suspension which together with a longer wheelbase gives a softer, more comfortable ride. The new suspension reduces road noise, and wind, road, and engine noise are low enough for comfortable conversation at highway speeds. Highly refined stability control, with power and braking precisely monitored and controlled at each wheel, gives excellent maneuverability and control in bad weather, on bad roads, and in emergency avoidance situations.

It has earned five stars in frontal crash tests, five stars in front-passenger side impact tests, and four stars in rear-passenger side impact tests. In severe frontal impacts a safety pedal system folds both the clutch and brake pedals forward to help reduce injury to the driver. The WRX uses the Subaru Ring-Shaped Reinforcement Frame Body Structure, along with front and rear crumple zones, to maintain integrity of the passenger compartment in collisions, dispersing collision forces away from passengers. The result is survival through many kinds of severe side impact collisions. For more information, see http://www.drive.subaru.com/Sum06_WhatsInside.htm.

The standard Subaru Advanced Frontal Airbag System deploys the driver's side airbag according to proximity to the steering wheel, as measured by sensors in the driver's seat track, and the front passenger airbag deploys only if the front passenger seat is occupied, and according to whether the system senses that the passenger is a child or an adult. Front seat head and chest side impact air bags, as well as side-curtain airbags, are standard.

Seat belts in all positions have three-point restraints, including the center rear position (as of 1 September 2007, this is standard in all new cars sold in the United States). Shoulder restraint height is adjustable in all outboard positions; front seat belts have electronically controlled pretensioners and force-limiters, and front seats have active head restraints (unless optional performance seats are installed). A LATCH child safety anchorage system secures appropriately equipped child seats in the left and right positions of the back seat. For more information about Subaru's implementation of the LATCH system, see http://www.drive.subaru.com/OnLineX_LATCH.htm.

The WRX wagon, then, isn't just a rally-bred toy, it's spacious, comfortable, and useful, and it takes safety seriously. What it lacks, in typical Subaru fashion, is luxurious appointment. The interior trim and dash are hard plastic. The seat controls are unpowered. The seats are upholstered in cloth. They are, however, comfortable, and to our minds this is more important than luxury.

The base WRX comes with automatic climate control, remote keyless entry, an 80-watt 4-speaker AM / FM stereo with a single-CD-MP3 player, and steering wheel audio and cruise controls. XM Satellite Radio is optional. The premium package includes ten speakers, a 100-watt stereo system with a six-CD-MP3 player, and heated seats. With the Navigation / Satellite package, Sirius Satellite Radio is included along with a very nice GPS navigation system. The navigation system includes auxiliary audio and video inputs and an integrated vehicle information display, which is mounted high on the dashboard for easier visibility. (Be aware, however, that opting for the navigation display means the DVD/CD-MP3 reader accommodates only a single disc.) Sensibly, display of movies or games is disabled while the vehicle is in motion, as is fiddling with the more involved controls of the navigation display.

So the car's interior is, though not luxurious, well-appointed and featureful. The exterior styling is another matter. Our drivers argued over its resemblance to station wagons. To be fair, it doesn't really look like a station wagon -- it is sleek, and much shorter than real station wagons of yore -- but the new WRX wagon looks much more wagon-like than previous versions. We hear that WRX enthusiasts are disappointed by this resemblance. The Premium Package includes a spoiler and under-spoilers, and side trim and a sports grill can be added. One of our drivers insists it be called a hatchback.

Let's talk more about driving. Except as an option available with the Premium package, the WRX has a 5-speed manual transmission. We have to confess that our drivers' shifting skills are all rusty. Until those skills returned, each of us produced embarrassing, bouncy lurches upon gear change. Once we remembered how to find the clutch sweet spot, and how to sync engine and transmission, shifting became more smooth. Trained, skilled rally drivers, we're sure, fare much better.

Steering is responsive and has a good feel, not too heavy, with good feedback. The car goes where it's pointed, though there is a little bit of understeer in hard turns. As to oversteer, we did not experience it, but we have read reports that if you take your foot off the gas in a hard turn, understeer can vanish suddenly to be replaced a feeling that the car might be about to fishtail, which can be startling to a non-professional driver. This process is called lift-throttle oversteer. We hear that the WRX remains controllable when this happens. This car feels very agile, and handling is excellent overall.

The mild understeer and lift-throttle oversteer are interesting, as all-wheel drive full electronic stability control is provided by the Subaru Vehicle Dynamics Control system, standard in the WRX. In order to keep the car pointed in the direction the driver intends, this system constantly and rapidly adjusts torque and brake force distribution to each wheel according to changing driving conditions, and the Subaru engineers have put so much attention into the system that we can only assume the presence of some under- and oversteer is quite deliberate. They are, we are given to understand, one of the means by which professional race car drivers feel the limits of the cars they drive, and they normally drive at exactly those limits.

And the WRX Hatchback is a drivers' car. It sprints zero to 60 miles per hour in under six seconds (a little longer than last year), and hits the quarter-mile in 14.4 seconds at 95 miles per hour (a little slower than last year). It uses a turbocharged 2.5 liter flat-4-cylinder engine producing a peak 224 horsepower at 5200 rpm, and peak torque of 226 ft-lbs at 2800 rpm. The horizontally opposed (or Boxer type) engine has a low center of gravity, and is mounted low in the car's chassis. This drops the car's overall center of gravity, and the arrangement of the various parts of the car's drivetrain is designed to balance the car's weight over its wheels to improve its stability and handling. The peak torque of this year's WRX occurs much earlier than in the previous model, providing more consistent power over a broader range of engine speeds. The car accelerates well at highway speeds in higher gears, making passing easier.

We mentioned a redesigned rear suspension. Previous models used MacPherson strut suspension in all corners; the new model keeps the old front suspension but uses a redesigned double wishbone suspension in the rear that intrudes less into the cargo area, thereby providing more cargo space. The suspension has been significantly softened, and though it's more comfortable, the car rocks a bit more on uneven roads and in hard turns. We still think it's an improvement. We prefer to keep our teeth in our mouths when traveling damaged roads.

Overall, the 2008 Subaru Impreza WRX Hatchback is comfortable, spacious, safety conscious, has a good cargo capacity, and has convenience features we like. It's meant to appeal to a broader market, and we think it qualifies as a family car. For those of you who are nineteen at heart, please remember to drive it carefully. It's fast, and the police know all about it.

The 2009 Mitsubishi Galant Ralliart

by Nick Yost
Photos By Mitsubishi Motors News Bureau
Category: $28,000 to $30,000 sedan
Who should buy this car: A person looking for a competent family sedan providing a touch of fun.
Comparable models in this class: Chevrolet Malibu, Pontiac G8, Saturn Aura, Toyota Camry

It’s easy to get the public’s attention when you build a powerful sports car, a demon truck or even a dirt-devouring sport-utility vehicle.

But a mostly utilitarian, mid-size family sedan – how can a manufacturer stand out in that crowded field? How does it create a vehicle that serves the same purpose as every other family sedan, yet has that something extra to catch the eye and the heart of a prospective buyer?

In the case of Mitsubishi, the Japanese manufacturer that has been an habitual tag-along in this part of the market, the hopeful answer is the Galant Ralliart, top-of-the-line version of its family sedan lineup.

For its early-release 2009 models, Mitsubishi is hoping to spark some new interest in the aging Galant lineup with a revised grille, taillights and rear fenders. Most will probably find the changes agreeable, but they aren’t significant enough to make what is old appear to be new.

Still, the Ralliart is a competent entry in a segment of the market that generally does not put sportiness on its list of must-have features.

Ralliart, for those of you who might still be mystified by the odd moniker, was Mitsubishi’s name for its worldwide rally effort. With the Japanese manufacturer out of that competition, it signifies the sportiest models in the production car lineup.

The front-wheel-drive Ralliart gets its point across with a 3.8-liter V-6 engine bulked up to 258 horsepower, a tightened suspension, bigger brakes and wheels, and trim that distinguishes it from its less athletic Galant siblings.

The result is a sedan that is surprisingly engaging. It won’t push anybody’s Porsche out of the garage, but it can add a little zest to the every-day driving experience. The engine, teamed with a shiftable five-speed automatic transmission, can rush the Galant Ralliart from a stop to 60 mph in a little more than six seconds. More importantly, the 258 pound-feet of torque help make short work of those two-lane passing situations.

On the downside, there is noticeable torque-tug on the steering wheel under heavy acceleration, and fuel efficiency is not this Galant’s strongest suit. The EPA predicts between 16 and 25 miles for every gallon of the recommended premium fuel. My average over a week and several hundred miles was about 20 mpg.

The Galant Ralliart’s tauter independent suspension improves the car’s handling noticeably, without requiring much of a sacrifice in ride comfort. There shouldn’t be any complaints from the passengers unless the road is unusually rough.

The four-wheel antilock brakes stand ready to rein in the over-enthusiastic driver, and they come with electronic force distribution to maximize stopping power.

Exterior cues that announce the Ralliart include a mesh grille, 18-inch wheels, a lower front air dam and projector-type headlights. Adults need not worry. The changes won’t make everyone think they’ve borrowed their kid’s car.

Inside, the story’s more of a mixed bag. The overall ambience is pleasant enough and the standard leather seats are comfortable for up to four adults. However, a close look at some of the trim pieces tells you this is where the cost-cutters were doing their work. In addition, the optional navigation system looks as if it was stuck on the dashboard as an afterthought, and it is essentially invisible to anyone wearing sunglasses. Oddly, it is available only on the Ralliart model.

The comprehensive list of safety features includes front and side-mounted airbags for front-seat passengers, side curtain airbags, front and rear crumple zones, side-impact beams and tire pressure monitors.

The base price of $27,924, including the $625 delivery fee, will buy a car with a full complement of luxury features. Add $1,500 for the navigation system and the Ralliart’s tab comes to $29,424.

The hottest Galant won’t shout for anyone’s attention, but it’s ready to offer a rewarding driving experience for the buyer who wants to have a little fun with his transportation appliance.

Honda's hybrid headache

Peter Nunn

Its biggest problem may be satisfying the expected huge demand for the new Insight. The thinly-disguised 'concept' looks production ready - and ready to take on Toyota, says Wheels' Tokyo correspondent.

Few cars have been so anticipated of late and endlessly scooped as Honda's new global hybrid which, as we suspected all along, is going to revive the Insight badge.

Weeks before its formal intro at the Paris motor show, Honda's new Insight went live late last week, revealed to the world as a thinly-disguised "concept."

The Insight is going to be huge: the most significant eco Honda for the masses since the groundbreaking 1973 CVCC-engined Civic. It has it all: looks, economy, tech, a dedicated body and, we're told, a price that sets it below both the Civic Hybrid and, er, the Prius. Honda's biggest headache may simply be building enough of them when sales kick off next year.





The Insight press reveal was also something else. Normally, in cases like this, the media's drip fed carefully choreographed sneak previews to 'build' the story. Not this time, with Honda showing the whole car up front and believe me, that was rare....

Some might rue the fact that Honda didn't wait and pull the car out for the first time at the show itself (remember how the sudden reveal of the 2001 Nissan GT-R Concept sent the 2001 Tokyo Show into a total frenzy?). But no doubt, the Prius now has company...


US market press release:

Honda Insight Concept Hybrid Vehicle to Debut at Paris International Auto Show

Honda will reveal a concept version of its new small hybrid vehicle, to be named Insight, at the 2008 Paris International Auto Show, October 2, the company announced today. The new Insight Concept shares styling cues with the Honda FCX Clarity fuel cell vehicle and will provide an early look at the highly-anticipated five-passenger hybrid vehicle.

Going on sale in the U.S. next spring, the all-new purpose-built Insight will come to market at a price significantly below hybrids available today. From this unique position in the marketplace, the Insight will advance the affordability and accessibility of hybrid technology to a new generation of buyers.

"The original Honda Insight pioneered hybrid technology in the U.S. and remains a symbol of Honda's commitment to innovative technology and fuel efficiency," said Takeo Fukui, Honda Motor Co., Ltd. CEO. "This new Insight will break new ground as an affordable hybrid within the reach of customers who want great fuel economy and great value."

The Insight Concept defines a new stage in the evolution of hybrid technology by utilizing a more cost-efficient version of Honda's Integrated Motor Assist™ (IMA™) hybrid technology, resulting in a new level of affordability for hybrid customers worldwide. Evoking the innovative styling cues first seen in the FCX Clarity, the Insight Concept is designed with a low center of gravity and a generous five-passenger cabin, offering the kind of driving pleasure and roomy interior that customers have come to expect from Honda. While the Insight Concept's aerodynamic design clearly identifies its fuel efficient purpose, its five-door access and folding rear seats speak to functionality that is designed to meet the needs of customers with an active lifestyle. The Insight Concept is a small, fuel efficient hybrid car that delivers big style and functionality with a healthy dose of fun.

Honda achieved a significant cost reduction in Integrated Motor Assist (IMA) components which should make Insight the most affordable hybrid vehicle to date. The production Insight will be offered as a five-door, five-passenger hatchback. Numerous technologies, including a function to assist customers in achieving more fuel efficient driving habits, will be applied to achieve a further improvement in real world fuel efficiency. With its affordable price, the new hybrid vehicle will represent the best value in its segment. Along with the Civic Hybrid, the new vehicle will be produced at an expanded hybrid vehicle production line at the Suzuka factory in Japan.

The Insight is expected to have annual global sales of 200,000 units per year - approximately 100,000 in North America. Following the launch of the new Insight, Honda also plans to introduce another unique sporty hybrid vehicle based on the CR-Z, first shown at the 2007 Tokyo Motor Show. All together, Honda's global sales of hybrids should increase to approximately 500,000 units a year, or more than 10 percent of its total worldwide annual automobile sales.

The original Honda Insight was introduced in December 1999 as America's first gas-electric hybrid car. The first vehicle to break the 70-mpg fuel economy barrier, Insight was designed from the ground up to demonstrate the ultimate potential for fuel-economy in a two-seater subcompact automobile.

A leader in the development of cleaner, more fuel-efficient mobility products, Honda introduced the first low-emission gasoline vehicles; America's first gas-electric hybrid car and the world's first EPA-certified hydrogen fuel-cell vehicle, the FCX. In 2007, Honda was named "greenest automaker" by the Union of Concerned Scientists for the fourth straight time.
wheels magazine

2009 Chevrolet Corvette

car and driver
2009 Chevrolet Corvette
Surely a big pushrod American V-8 growling epithets through twin exhaust pipes must have a drinking habit on par with Ike Turner’s. Certainly the massive tires that help make the Corvette into a dynamic worldbeater must create all sorts of mileage-killing rolling resistance. Hell, Vette owners probably run down chipmunks for sport and do burnouts over their shallow graves while opening canisters of Freon, such is their disdain for the environment and hatred of better citizens who drive hybrid vehicles. Surely, right? One problem: The Corvette gets better highway mileage than many hybrids, including the Chevy Tahoe hybrid, Lexus GS450h, Lexus LS600hL, Lexus RX400h, and Toyota Highlander hybrid.

Chevy’s secret? Torque, 428 pound-feet of it, that, when parlayed through a sixth gear so long it could stall many a lesser engine, allows the Vette to putter along on the highway at an engine speed that would be considered a high idle on most cars. The 6.2-liter V-8 also slingshots the Corvette—in its slowest form—to 60 mph in four seconds flat, within striking range of just about any speed machine made. Maybe 26 mpg isn’t fuel efficient to Vespa jockeys, but for a car with the Vette’s speed and fun potential, it’s untouchable.

2009 BMW 3-Series - First Drive Review

car and driver
The car that defines its category gets a face lift, and everyone pays attention.

BY JENS MEINERS, PHOTOGRAPHY BY MATTHIAS KNOEDLER AND THE MANUFACTURER
Powerful and aggressive, compact sports sedans offer all the car you need if the focus is on the driving experience instead of pampering passengers. And ever since the segment’s ancient progenitor, the 2002, BMW’s small sedans have virtually defined the genre. Today’s 3-series is still the car that everyone else tries to emulate, but facing an onslaught of competition from a sportier Mercedes C-class, a more Germanic Lexus IS, and a strongly improved Audi A4, the BMW 3-series actually needs to fight to retain its position.

A Significant Face Lift

This midterm face lift comes a bit early, and it is fairly extensive by BMW’s standards. Clearly visible changes include a new front bumper with friendlier-looking lower air intakes. The front grille loses its effeminate eyebrows, and the hood gains two pronounced creases, similar to those on the now-departed Z4 M versions. The front lighting units are accentuated with LED turn signals encased in a cool-looking grid. The taillights offer a similar effect, and their outer shapes have been altered to match those of the 3-series coupe. The headlights regrettably keep their odd shape, despite the M3 sedan having demonstrated that the coupe’s simpler headlights work perfectly with the four-door body. Wider aluminum wheels accentuate the car’s width, and a new side-view-mirror design apes the two creases on the front hood.

Inside the 3-series, the shapes and the controls are mostly carried over, but the materials are upgraded to alleviate the somewhat stark overall appearance. The iDrive system has gone through another round of simplifications. The navigation menu looks suspiciously similar to that of Audi’s MMI system; a few useful buttons let you bypass the system. We don’t exactly love it now, but it’s user-friendly enough not to make you run anymore. You can still skip iDrive altogether by not ordering a factory-installed navigation system.

New-for-U.S. Monster Diesel, Other U.S. Engines Unchanged

Engines remain unchanged, with the exception of the second most powerful diesel, the 330d. We tested this formidable 242-hp powerplant coupled with a six-speed manual. The 330d performed extremely well, pulling strongly enough—even above 130 mph—to make sports-car drivers weep. Unfortunately, it won’t come to the U.S., but that’s okay. We’ll get the 335d instead, positioned one notch above the 330d. It has an identical 3.0-liter displacement but adds two turbochargers and produces 265 horsepower and a fearsome 425 pound-feet of torque, the latter available as low as 1750 rpm. Compare that with the M3’s 295 pound-feet of torque, and you get a clue as to this diesel’s attraction. Just keep the windows closed: The interior is well isolated, but outside, you still get treated to a distant, unsexy memento of your father’s diesel-powered Oldsmobile.

On the other hand, you’ll want to roll down the windows as often as possible in the other twin-turbocharged 3-series—the 300-hp 335i, powered by a 3.0-liter gasoline inline-six producing 300 pound-feet of torque. We had driven the 335i before the face lift many, many times, and we’re happy to report that the car remains just as delightful in this newest iteration. This unchanged powertrain is exceedingly capable, with instant power on tap up to its 155-mph cutoff.

Renault Megane: leaked official photos

car magazine online
By Tim Pollard


Renault had hoped to make a big splash with photos of its new Megane hatchback next week, but even La Regie can't control the worldwide web. Another important new car launch, another leak. So here you are: Renault's new Megane, available in slightly lower-res than our usual photos.

The full story will emerge next week with official details, but we do know there will be more differentiated three- and five-door versions this time round, plus a suite of other spin-offs in the fullness of time (including CC folding hard-top cabrio, estate and saloon).

Where's the ass-shaking bustleback?

It seems the new Megane is another victim of the homogenising touch of the newly design-cautious Renault-Nissan partnership. We know Renault's design boss Patrick le Quement has been briefed to iron out the more Marmite, love-it-or-hate-it idiosyncracies of Renault's recent back catalogue. Which seems a bit of a shame, on the first evidence of these first photographs, which depict a more conservative Eurohatch.

We'll come back to the new Renault Megane next week when we have the full official photographs and details to paint a full picture. But until then, why not compare this to the Megane Coupe Concept CAR saw at the Geneva motor show 2008...

HSV pimps its wagon

wheels magazine
Samantha Stevens

HSV has launched its wolf-in-wild-dog's clothing on the unsuspecting Aussie family ...
Holden Special Vehicles must feel like the fat cat right about now. The day before VFACTS market figures revealed a bombshell - that the Holden SportWagon has boosted the brand's Commodore sales above arch nemesis Toyota and its omniscient Corolla - HSV had officially welcomed the ClubSport R8 Tourer into its exclusive ranks.

The Tourer is HSV's first wagon since the all-wheel-drive Avalanche in 2003 (based on the now-defunct Adventra), and the limited run of VT Senator Signature Estates in 1997.

The Tourer shares the sedan's new(ish) LS3 engine, developing 317kW of power and 550Nm of torque, rivalling the German speedy school-run Avants and Estates.

The Tourer is only a grand above the sedan equivalent at $65,990, with options of a $2330 auto, $2490 leather, and fully-hectic 20inch wheel set for $2500.

HSV will build 120 units at Clayton in 2008, or 40 a month. Considering the Holden Sportwagon sold 1500 units this month, we reckon the car will go quicker than its 317kW promises

2008 Volvo XC70 Road Test Review

the family car web
I'm at the edge of an idyllic lake photographing the 2008 Volvo XC70 estate car (that's "station wagon" in American). The light is soft, the water is calm, the evening is quiet. A completely sincere product endorsement has just floated a hundred feet or so into my hand, unsolicited, from a teenage boy walking with his family.

And then my thoughts stumble. A teenage boy likes a station wagon. Again, a teenage boy likes a station wagon. I try to pick apart the contradiction. I eye the car.

I agree with him. The XC70 is a nice car. It's comfortable, quiet, roomy, and luxurious. It has massive cargo space. And, of course, like any Volvo it's loaded with safety features that we at FamilyCar.com really like. However, one cannot pick up chicks in this car unless they're, say, harried single mothers. Which begs the question: what's here to catch the eye of a teenage boy?

Here's the problem: Volvos in particular are traditionally for the sensible, not the hip, and teenagers are traditionally desperately hipper than their parents. Station wagons, if memory serves, aren't cool at all. Many soccer moms wouldn't be caught dead in a station wagon since driving one would invite comparison to their own mothers, or Mrs. Carol Brady of the Brady Bunch.

I hear another comment: "It's a pretty sleek looking car." Staring at the blocky Volvo, I fail to understand, until the final comment arrives: "Compared to an SUV."

Ah. That makes sense. My, how times have changed if SUVs are ranked below station wagons on the the coolness scale. But here, too, I agree with the kid. This car is much more attractive than an SUV.

In fact, from the inside the XC70 feels like a five-passenger SUV. Visibility is fantastic in all directions. Headroom is high, and there's room for a tall long-legged driver and passengers. Oddly, at FamilyCar.com we've tested SUVs with less occupant space than the Volvo XC70.

The XC70 has lots of cargo space, with several related features that our testers really liked. The back seats split and fold in three parts with a 40/20/40 ratio. This permits carrying two rear passengers comfortably while the center 20 percent is folded down to accommodate skis or other long cargo. While exploring the vehicle, two members of our team discovered four repositionable tie-down points in the floor of the rear cargo area. We liked them. With their hooks exposed, they locked in place; but with the hooks retracted, they adjusted forward and back. It is said that the rear cargo area can transport a household washing machine without the rear seats folded. We believe it, but we haven't tested it (no spare washers were available).

Our test vehicle was equipped with comfort options including leather seating, a powered glass moonroof, power-adjustable front seats with lumbar support, and a 650 watt sound system with AM / FM / Satellite radio and CD player. Optional rear seat headphone jacks and audio controls were included, as well as a rear 12-volt outlet.

Optional integrated child booster seats were installed; we haven't encountered these in any other car yet. They pop out of the rear seats in two stages to accommodate smaller or larger children, and they fully retract for adult passengers. When retracted, they're invisible. We only found them because we knew they were there. Finally, the optional Climate Package was installed, providing heated front seats, rain-sensing wipers, headlamp cleaners, and heated windshield wiper fluid.

Our test vehicle was luxuriously appointed, but didn't include the Collision Avoidance Package, which we would have liked to test. (Not, that is to say, by attempting a collision.) The system includes cruise control that adapts to the speed and distance of the vehicle in front of you, which sounds very convenient, and a proximity alert if you approach the vehicle in front of you too closely and quickly, followed by automatic braking in order to prevent collision if you don't respond. These sound like a great set of safety features.

In off-road driving the XC70 excels where many SUVs cannot by design. Many SUVs are expressly built for on-road use only. The XC70 is designed for bad roads in bad weather while towing a heavy load. It has a good 8.3 inches of ground clearance. It can handle snow. It has traction control and electronic stability control and all-wheel drive with a viscously coupled limited slip center differential. It has a hill-descent control system to regulate speed on steep downhills without constant braking.

We tried driving the XC70 at sixty miles per hour on typically winter-damaged rural highways in Michigan. The ride was very nice, and yet the feel of the road was sufficiently strong for good feedback. We discovered that cabin noise from the road, engine and wind is so low that the sound of each bump in the road is disconcertingly conspicuous. It wasn't until we remarked at the sound that we realized, during the course of a discussion of road noise, that our quiet conversation was much louder than the bumps. Over healthier road surfaces, road noise was not noticeable.

During a sharp turn on one of the damaged roads, we encountered a patch of asphalt with bumpy but slick sealing. The XC70 briefly lost traction and began to understeer, then oversteer, and quickly asserted its electronic stability control. The safety demonstration was unexpected but appreciated.

We noticed a small amount of torque steer during acceleration from a stop sign on the damaged roads. This is normal for a non-rear-wheel-drive car, especially on inconsistent surfaces. The torque steer was barely noticeable, and we wouldn't have noticed it were we not looking for it.

Steering was responsive, the XC70 going where it was pointed without complaint. Optional speed-sensitive power steering can be tuned to optimize steering feedback and effort. Side-to-side rocking in turns, present in all tall vehicles, was minimal here. Our impression of control inspired confidence that we would be safe in emergency maneuvers.

The XC70 felt safe during lane changes and maneuvering in congested traffic. On the freeway during rush hour we found that the powerful 3.2 liter inline-six-cylinder 238 horsepower engine produced enough acceleration for good passing on the highway, although it isn't tuned for high-speed performance. For those who want to know, it does zero-to-sixty in a little more than eight seconds.

Our single complaint about the vehicle regards its mileage. On Michigan freeways averaging 70 miles per hour, we drove 22 miles per gallon, matching EPA mileage estimates of 22 mpg on the freeway and 15 mpg in the city. This is the cost of its engine power. On the other hand, it beats most SUVs.

The Volvo XC70 is one of the nicest cars we've driven, and certainly a Family Car. Whether they intended to or not, Volvo made the XC70 invite strong comparison not to other station wagons, but to SUVs, and in this comparison the XC70 nearly always wins. Volvo has continually refined the XC70, but hasn't made big changes from model to model. Apparently the XC70 has always been this good. Volvos are sensible cars, and the XC70 is no exception. To the random teenager extolling the XC70 to his mom: members of the Family Car staff agree. They have expressed the need to test the XC70 again.

Audi scoop special: RS5

By Tim Pollard

CAR Magazine has the full lowdown on the new Audi RS5 – including spy photos and computer illustrations that strip away the disguise on this eagerly awaited challenger to the BMW M3. And this could be the hot Audi to rekindle our affections for the brand, now that the RS4 is defunct.

The new October 2008 issue of CAR Magazine, on sale this week, reveals the look of the new RS5 in our exclusive cover story; we compare how Audi's new super coupe measures up to the class benchmark, the BMW M3, and publish the full technical story on the RS5:

• All about its 450bhp twin-turbo 4.2-litre V8

• Details on the quattro drivetrain, trick diff

• How Audi's developing active aero for the RS5

• Why it's getting an S-tronic auto with wet clutch

• Full targets for weight and performanceYou can read a preview of our new October 2008 issue of CAR Magazine here.

But we've added the latest spy photos of the RS5 online – confirming a car that Audi PR handlers deny exist.Judging by recent form, this could be a high-performance Audi to propel the company right back into contention with the best from BMW and Mercedes.

2010 Mazda 3 - Spied

BY STEVE SILER, PHOTOGRAPHY BY MICHAEL CERVANTES FOR BRENDA PRIDDY & CO. AND THE MANUFACTURER
Wearing what looks like a coat of Native American war paint, here is a cladding-free, running prototype of the next-generation Mazda 3, a car that has garnered nearly as much praise as the mighty little BMW that goes by the same name.

The redesign is thorough, if not radical. Like the all-new Mazda 6, the new 3 is expected to grow a bit in key dimensions, something we’d have verified if the darn car had slowed down enough for our helpful spy to whip out his tape measure. The front end is very different, with detailed, Mazda 6–like ellipsoid headlamps and a low-mounted grille. The bodysides, window line, and rear end are similar to the current car, save the more organically shaped taillamps and new dual exhaust tips.

We imagine we’re looking at the equivalent of today’s top-of-the-line “s” trim, as this car has upscale details like turn signals on the mirror caps, fog lamps, a rear spoiler, and LED taillamps. We expect the new car to be more aerodynamic than before and to perhaps shed some weight, and hope that translates into better fuel efficiency. We also expect the powertrain lineup to include the revised 2.5-liter four-cylinder (170 horsepower) as well as a new 1.6-liter rotary engine, details of which could be released as soon as this fall’s L.A. auto show.

What we don’t see here is any shred of influence from Mazda’s recent batch of frivolous, trees-and-dew-inspired concept cars that we’d hoped might bear fruit, so to speak, in the form of unique forms and game-changing styling details. Sigh.

Hopefully what won’t change are the 3’s excellent driving characteristics, since we find ourselves somewhat disappointed by the softer dynamics of the new 6.

Production of the new hatchback, at least preproduction models, should be underway by the end of the year for launch early in 2009.

2010 Chevrolet Camaro V-6 - First Drive Review

BY MICHAEL AUSTIN, PHOTOGRAPHY BY TOM DREW

Attention, IROC-Z enthusiasts: the 2010 Chevrolet Camaro will not be available with your beloved T-top. If this is hugely disappointing, well, it may finally be time to put on a shirt with a collar, sell your Skynyrd CDs, and scissor the mullet.

In reviving the Camaro, Chevy is doing all it can to make the born-again car remind everyone of the sharp, cleanly styled 1967 original, rather than the more awkward later versions that seemed like accessories to tank-top wear and excesses in facial hair. This writer, the semi-proud owner of a 1995 Z28, knows intimately all the social assumptions that go with late-model Camaro ownership.

GM is of course milking the revival for as many stories as it can get from us, hence we got a first drive in a V-6-powered Camaro prototype, which we promptly piloted to the the Car and Driver 10Best loop in the Michigan woods. The V-8 experience will follow soon. Manipulative intentions aside, the point of our early exposure was also to prove that even the base Camaro is deserving of more enlightened consideration, while still being powerful and capable enough to rock your face.

As we noted in our September issue, the V-6 features direct injection and dual over-head cams, the rear suspension is an independent multilink, and both transmissions (an Aisin manual and a GM automatic) are six-speeds. Lest you think this setup is the sort of wine-and-cheese import-sedan formula that will make the Camaro a card-carrying metrosexual, Chevy promises the V-6 will make no fewer than 300 horsepower and that blasting from 0 to 60 mph should take 6.1 seconds, with the quarter-mile breezing by in 14.5 seconds at 97 mph.

Even if those numbers are conservative, the 3800-pound V-6 Camaro should easily out-drag the V-6 versions of the Ford Mustang and Dodge Challenger, but it will eat the dust of a lighter Ford Mustang Bullitt, a V-8, and the more powerful Dodge Challenger SRT8, both of which cover the quarter-mile about a second quicker.

Though the Camaro lacks the cojones to run with the big boys, it does make a compelling case as a decent sports car. Around the 10Best loop, the Camaro showed remarkable poise, with the suspension handling the pockmarked roads with hardly any disturbance to the cabin. The chassis is less jumpy than that of the Mustang but far more communicative than in the Challenger, and although the Camaro is nearly as wide as the Dodge it doesn’t feel as big.

We drove two different wheel-and-tire combinations: 18-inch wheels with BF Goodrich Traction T/As on an automatic-transmission car and 19-inch Pirelli PZero Neros with the manual; either choice has a section width of 245. When the Camaro goes on sale—the target is first day of March 2009—20-inch wheels and tires will be available with the RS package. At this point in the Camaro‘s development (about 99 percent complete, according to Chevy), the 18-inch tires are preferable, offering more steering feel and more predictable handling. On either set of tires, though, the Camaro turns in easily before setting into minor understeer that is easily cured with a stomp on the throttle. The engine responds willingly, although the high-pitched tone of the exhaust note feels out of place – our inner car lover appreciates the racy smoothness but our inner Camaro owner longs for the deep rumble of a V-8.