2009 Mitsubishi Galant Ralliart Road Test Review

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.

Chevrolet Announces Pricing for 2010 Camaro

- Car News
Now that we know how much it will cost, it's clear that the Chevrolet Camaro offers some serious bang for the buck.

BY JIM MITCHELL, PHOTOGRAPHY BY MATTHIAS KNOEDLER, TOM DREW, AND THE MANUFACTURER
The wait is finally over as Chevrolet has announced the official pricing for the long-anticipated 2010 Camaro. Due to go on sale in early 2009, the new Camaro will start at $22,995 for the 3.6-liter V-6 LS model while the 6.2-liter V-8 SS model will command $30,995. Chevy’s pricing effectively slots the Camaro between the less expensive Ford Mustang and the Dodge Challenger.

Although the Camaro’s official horsepower numbers are yet to be announced, GM estimates that the base 3.6-liter V-6 will make 300 horsepower with either a six-speed manual or a six-speed automatic and return 27 mpg on the highway. For those seeking more power, the SS’s 6.2-liter V-8 will make 422 horsepower when mated to a six-speed manual and 400 horsepower with a six-speed automatic. Dubbed L99, the automatic-only 400-horsepower V-8 is a version of the familiar LS3 V-8 in the manual SS but boasts fuel-saving cylinder-deactivation which helps the big V-8 achieve a claimed 23 mpg on the highway.

Relative to the Mustang and Challenger, the Camaro offers more ponies for less money. With its "estimated" 300-horsepower V-6, the Camaro LS comes in at $76.65 per pony. The more powerful SS model with the 422-horsepower V-8 is a relative bargain at $73.45 per horsepower. A Ford Mustang equipped with the base 210-horsepower six-cylinder engine starts at $19,995 which works out to be $95.21 per horsepower. Stepping up to the Mustang GT’s 300-horsepower V-8 requires $26,775, or $89.25 per horsepower. The base Dodge Challenger SE with 250 horsepower starts at $21,995 ($87.98 per horse), the mid-level 375-horsepower R/T begins at $30,990 ($82.64 per pony), and the top-dog SRT8 version with 425 horsepower begins at $40,095 which works out to $94.34 per horsepower.

Production for the 2010 Camaro begins in mid-February of 2009, and Chevy has now begun taking orders for its new pony car.

2009 Toyota Corolla Road Test Review

The ninth generation of Toyota Corolla was not so much old, though it definitely had outstayed its welcome, as it had become boring. If fact, say that bo-ring, with the emphasis on the first syllable, as in Beauregard. Not grammatically correct, perhaps, but more exciting to talk about than the Corolla was to drive.

Not that economy cars have any right to be exciting or even entertaining, but there�s no reason why frugal wheels must be Exhibit A in a mattress commercial. And that�s what the Corolla had become: a rolling snooze. Need any more proof? Scion is Toyota�s confession that its smaller offerings had induced enthusiasm comas among the young.

Of course, the team working on the tenth generation Toyota Corolla could have yielded the field to Scion, but that also would have left Corolla�s market share open to poaching by competitors and left themselves contemplating unemployment.

So instead of another generation of generic econoboxes, Toyota pulls the wrap from a 2009 Corolla that�s surprisingly striking for an economy sedan from the company whose logo is the man wearing a sombrero.

Indeed, the 2009 Corolla is no box, econo or otherwise. While not as daring as the Honda Civic, the Toyota has a few styling flourishes of its own including a chic drooping snout behind a wide grille. A neat feature is how the Toyota logo suspended from the leading edge of the hood is matched by an indent in the lower edge of the grille surround, certainly a result of some designer�s aha! moment.

Toyota breaks with boring design with organic crests growing atop the hood, leading not to the shoulder line but to the A-pillar. The clear-covered headlamp array contours back to the front fender and down along the side of the vehicle. Toyota kicked the base of the A-pillar forward for a �faster� windshield and gave the backlight a flatter angle as well. The shape of the trunk continues the shoulder line with a step along the rear flanks, similar to Volvo but with clear red taillamps that project from the body.

The 2009 Corolla has five trim levels: standard, LE and XLE, and the sporty accented S and the high performance�relatively speaking�XRS. The latter two have �ground effects� trim along the rocker panels and under the rear bumper, plus �sideburn� (our term) spoilers on both front corners.

The interior matches the exterior. Plain it�s not but it doesn�t have the sci-fi dash like the Civic. Instead, the instrument panel is topped by a double curved cowling matching the large, legible speedometer and tachometer. The steering wheel has tilt/telescoping as standard equipment on all trim levels, as are XM satellite radio ready audio, air conditioning, front seat side and side curtain airbags, intermittent wipers and 60/40 split folding rear seats. The price leader �standard� model has hand crank windows; to get central locking means moving up to the LE trim level. At the other end of the Corolla sedan spectrum, the XLE includes variable intermittent wipers, center console, wood grain trim and fancy �optitron� gauges, also used on the XRS. The latter is Toyota simply putting your money where your eyes are.

The S and XRS have front sport seats, cruise control and a leather-trimmed steering wheel. The XRS improves sport driving with 17-inch alloy wheels with P215/45R17 tires, rear disc brakes to replace drums, and a strut tower brace to stiffen the chassis for better handling. The XRS also has stability control standard, otherwise optional on all trim packages.

The exterior dimensions of the 2009 Toyota Corolla increased by less than a half inch in length and just short of 2.5 inches wide while decreasing about 1 inch in overall height while maintaining the same interior space. The greater width yields increased shoulder room and Toyota says there�s more room for an over-six footer to sit in comfort�which we can�t confirm because we aren�t over six foot, but folks, can half an inch more legroom make that much difference?

Toyota also says it gave special attention to wind noise around the A-pillar, plus a five-layer acoustic glass windshield, with two layers of glass sandwiching a layer of acoustic material. Side window vibration was also reduced and the carpeting was modified for better sound insulation.

A choice of two new engines comes with three different transmissions. An all-new 1.8-liter 16-valve four doesn�t skimp on technology with variable valve timing on the intake and exhaust sides. The result is an impressive-for-its-size 132 horsepower and 128 lb-ft of torque. A five-speed manual transmission is standard with a four-speed automatic optional. The automatic has hill sensing technology which, based on throttle position, vehicle speed and acceleration, determines whether the car is going up or downhill and selects gear ratios accordingly, including shifting down on downhills for moderate engine braking.

The other engine is Toyota�s 2.4-liter four, though completely redesigned for use in the Corolla. It�s rated at 158 horses, but it�s the gain in torque that makes the bigger engine worthwhile. At 162 lb-ft, the extra grunt improves acceleration and around-town drivability. It too comes with a 5-speed manual as standard equipment but the optional automatic is a five rather than four-speed.

We had the opportunity to drive two Corollas, one with the 1.8-liter and four-speed automatic, and the other with the 2.4-liter and the manual shift five-speed in an XRS. They were about as far apart on the Corolla spectrum as possible, as was the performance. Simply put, although the 1.8-liter was smooth and quiet, at full throttle it had a raspy exhaust note. Performance was more an accumulation of velocity rather than acceleration.

The automatic shifted smoothly but it gave the impression of soaking up torque like California absorbs rain�when it finally does, rain in California, that is. On the highway it feels like the transmission, although in drive, was left in an intermediate ratio. It sounds like the engine wants to be shifted up, except there�s nothing more up to shift up to.

Corolla drivers will find the handling comfortable and familiar. A soft ride compromises ultimate cornering but the Toyota is confident up to its limit, with plenty of warning before it�s reached. We do recommend the stability control, however, to keep things on the up and up...literally.

Performance of the XRS was pleasantly perky, and casual driving took a lot less throttle to accelerate away from traffic lights without feeling like a traffic cone with wheels. The five-speed manual was reasonably crisp and didn�t suffer from synchronizer lockup when revved to its redline. Not, of course, that the forces are that great to begin with. Still, it scoots entertainingly and with more security than lesser Corollas, thanks primarily to the lower profile tires with less sidewall squirm. What the XRS lacks is a true sport suspension with firmer springs and shocks and well-sorted anti-roll bars.

The Corolla XRS, to that extent, is sort of an odd bird. It is, according to a Toyota spokesman, not a car one seeks out for its own characteristics. Rather it�s something that someone who has already decided on a Corolla will spec up to as better than an ordinary Corolla. Perhaps. Still, Toyota expects about five percent of Corolla sales to be the XRS.

Whatever trim level, we see the tenth-generation Toyota Corolla as a significant improvement over its predecessors (though not so much in quality because there was less room for gains there). The 2009 Corolla rescues the model from the mundane just when its competitors are spicing up their mainstream econocoaches. Bo-ring? Not now. Not if you don�t want it to be.

2008 BMW X6 xDrive50i - Long-Term Road Test

Hooked on horsepower and intrigued by its capabilities, we add an X6 to our long-term test fleet.
BY JARED GALL, PHOTOGRAPHY BY JARED GALL AND JORDAN BROWN

Current Mileage/Months in Fleet: 3502 miles/1 month
Average Fuel Economy/Range: 14 mpg/320 miles
Service: $0
Normal Wear: $0
Repair: $0

If you’re a showroom rookie looking for an appointment to Car and Driver’s long-term roster, here are some pointers: Be an important model for your parent company. It helps to win a comparo. If you aren’t important or eligible for any comparos, we’ll at least like you more if you’re fast. If all else fails, just intrigue us. We’re curious creatures.

A second full-size SUV likely wasn’t necessary for the brand that mints world-standard sports sedans, nor has BMW’s new X6 triumphed in any comparos, although that’s mostly because natural competitors are so few. But our first encounter proved very interesting, and we learned that the X6 is fast. Very fast. We figured that 40,000 miles of market research might help us to ascertain the X6’s purpose.

Critical Shortage of Twin-Turbo V-8s Relieved

Base X6s are fitted with the familiar and much-lauded twin-turbo 3.0-liter inline-six, an engine whose 300 horsepower and 300 pound-feet of torque have already made it many friends in the 1-, 3-, and 5-series BMWs. Lagging behind our Recommended Daily Allowance of turbocharged V-8, however, we ordered the biggest engine—a newly developed twin-huffed 4.4-liter bristling with 400 horsepower and 450 pound-feet of twist that adds $10,500 to the base price, bumping it to $63,825. The only available transmission on the X6 is a six-speed automatic; steering-wheel-mounted paddles are standard.

From there, our X6 added almost $17,000 in options. Highlights include the Premium package ($2000, includes a universal garage-door opener, an auto-dimming digital-compass rearview mirror, and auto-dimming side mirrors), the Premium Sound package ($2000, includes an iPod and a USB adapter, better speakers, and a six-DVD changer in the glove box), the Sport package ($3200 for adaptive-drive active roll control and variable damping), another $950 for 20-inch wheels and high-performance Dunlop SP Sport Maxx tires, rear-seat entertainment ($1700), and a head-up display ($1200). Sprinkle in bits such as running boards, a rearview camera (the most essential of all X6 options, given the sheetmetal incision it offers as a rear window, and a bargain at just $400), and automatic soft-close doors that shut themselves the last fraction of an inch (perfect for teenagers sneaking out of the house late at night) and—shazzam!—$80,270.

Not cheap, but if the X6 would be facing an uphill battle for our love, might as well make that hill as steep as possible, right? The only options we didn’t include were active steering, the rear climate-control package, and heated rear seats (if we put someone in the back seat, it’s because we like them less).

We took delivery of our X6 at the BMW Performance Center in Spartanburg, South Carolina, just days after the last bolt had been torqued, via the company’s factory delivery program. This was for a couple of reasons. First, the program is fun and includes a factory tour, some familiarization laps in a similar vehicle—lapping your own car with three miles on the odometer is not advised—and some just-for-fun off-roading in a fleet of X5s. Second, the performance center is far away, and we wanted to rack up the break-in miles ASAP. Plus, there are some entertaining roads between Ann Arbor and Spartanburg, some of them with names you have perhaps heard before: Tail of the Dragon, anyone?

X6 Stays Right Side Up, World Is Inverted

Following our first drive, we were eager to test the X6 on real-world roads, and what better place to test a vehicle’s capability than easily the most-well-known driving/motorcycling road east of the Mississippi? According to devotees, the Dragon boasts 318 curves in its 11-mile length. We lost count at 305 (or was it 306?) and weren’t going to turn around to start over. It was late.

Not that we weren’t having way more fun than we’d ever expect in something weighing 5200 pounds; the X6’s handling is a minor miracle. Close your eyes—not recommended on a stretch of road averaging one curve every 183 feet—and you’d be sure you were driving a much smaller BMW, one without the X in its name and perhaps a 5 or even a 3. It’s worth repeating here that a V-8 X6 lapped the Nürburgring nearly as quickly as a previous-generation M3. We expected weighty steering in an SUV carrying nearly 2800 pounds over 275mm-wide front tires; what we didn’t expect was feedback as clear as a starry Wyoming night. Our one major gripe so far about the ride is that, with all the rubber under the vehicle, the X6 tramlines and follows surface imperfections at speed, making for an occasionally meandering freeway persona.

Also helping the X6 achieve small-car dynamics are the standard xDrive all-wheel drive and BMW’s “dynamic performance control,” a torque-vectoring active rear differential that sends more power to the outside rear wheel under hard cornering to improve turn-in and reduce understeer. To say it works well is an understatement on the order of saying Machu Picchu is a quaint old village. The X6 barreled through the Tail of the Dragon like a 5000-pound Kawasaki Ninja, seeming to track truer as cornering speeds increased. When we’d returned home and finished our break-in miles, our X6 recorded 0.89 g on the skidpad, a figure that matches that of the last 335i sedan we tested and is quite atypical in the world of two-and-a-half-ton SUVs. Equally shocking is the X6’s 163-foot stopping distance from 70 mph, just six feet longer than the 335i’s.

Mass No Object

To the X6’s surprising agility the V-8 adds sports-sedan speed: 0 to 60 mph in 5.1 seconds, 13.8 in the quarter at 107 mph. The only time you’ll notice any turbo lag is from a dead stop. Otherwise, the engine pulls hard at any speed—all 450 pound-feet of torque are available from 1750 rpm to 4500—and sounds decent doing it, although we wish for a more raucous exhaust note. Then again, we probably don’t need further encouragement to romp any harder on the gas pedal, as we’re currently averaging just 14 miles per premium gallon. Top speed is limited to 157 mph, but we’re averaging much lower.

So far in our hands, the X6 has presented precisely zero practical arguments for its existence, but it’s fast, it’s capable, and we like driving it more than any other 5000-pounder we’ve driven. We’ve already concluded that this drivetrain in a 5-series would make for the ultimate executive Evo. And although our ranks still shelter a few dissidents, most of us have been sold on the styling, at least from some angles. We won’t claim yet to understand the X6, but we’ll see if the next 40,000 miles can convince us not to care.

Aston Martin and Mercedes 'to strike €300m deal'

By Georg Kacher

CAR Online today lifts the lid on the secret deal – codenamed Romeo and Juliet – being hammered out between Aston Martin and Mercedes-Benz. We have sensational details of the alliance, including a plan for hybrid Aston Martins, the full range of proposed Lagonda models and even a possible DB10 and 4x4 from the Aston Martin Lagonda stable.

Back in August 2008, we revealed how the British sports car maker was in talks with the German giant over future cooperation (read our original Aston-Merc scoop here). Now we publish the latest news on a wide-ranging €300 million (£240m) deal that could see Gaydon and Stuttgart work much more closely together.

Project Romeo and Juliet: the background

When they first starting talking, the relatively modest €20m cooperation plan for Aston Martin and Mercedes/Maybach was, like a hostile takeover bid, named Project Alligator.

But now the two parties have drastically increased the scope of the potential alliance. Valued at €300m (£240m) minimum, the new deal is known as Romeo and Juliet. You don't need to be a Shakespeare scholar to work out this is a proposed English-German love story. But will it end up as a tragedy? Scores of Aston fans might not be keen for their next model to have the beating heart of a Mercedes...

The Aston-Mercedes deal: the men behind it

This new relationship has been agreed at the highest level by Aston Martin Lagonda chairman Ulrich Bez and Daimler supremo Dieter Zetsche. Although it's still early days, we hear this fledgling relationship could end up with Mercedes taking a minority interest in the UK-based sports car maker. Today Aston Martin is controlled by a consortium of Arabian investors.

Says a senior source at Daimler: 'Our agreement with McLaren won't last forever [Mercedes holds a 40 percent stake in McLaren]. There will be no replacement for the SLR, and as soon as the price is right, we are interested in taking over the F1 business. This opens up all sorts of opportunities for a new partner with strong know-how in terms of coachbuilding and bespoke vehicles.'

Step forward Aston Martin. The deal makes sense on various levels and, although denied by the official PR handlers, CAR has confirmed that talks are in fact intensifying.

Why are Aston Martin and Mercedes-Benz looking to cooperate?Messieurs Bez and Zetsche both believe they can engineer a win-win deal. But while the benefits for Aston Martin are a no-brainer (access to high-volume, globalised and homologated engines and other systems), many Daimler hardliners are sceptical.'What´s in it for us?,' questions one senior engineer. 'Giving Bez and his team access to our R&D centre is one thing. Getting something tangible in return is another.' But this attitude may soon change if Dr Z has his way.
Aston Martin to work on next MaybachThere are in fact moves afoot to commission Aston Martin to mastermind the next-generation Maybach. Since the mild facelift due for 2010 is unlikely to work wonders for the under-developed and over-sexed luxury liner, Merc product planners are seriously considering letting their new English friends revamp the body and interior for the new Maybach 57 and 62 limos. Why not do it in-house? Because Daimler is too slow, too rigidly structured and too volume-oriented for such a specialised job. This is niche work that calls for flexibility, improvisation and a flat hierarchy – exactly the sort of skills set you'll find at Gaydon. Don't think this is a pipe dream. CAR has learned that Philipp Grosse Kleimann, previously in charge of Mercedes' aftersales, will move from Stuttgart to Gaydon where he is expected to assume the role of chief liaison manager. His mission? To implement the correct strategy and Mercedes' core brand values.
So what's in the Merc deal for Aston Martin?Although Ulrich Bez never tires of pointing out that the world is full of renowned specialist suppliers that Aston could tap for future engines and other development work, it would of course be much more efficient to work with one single source. How convenient if it could turn to Mercedes-Benz, one of the world's most respected engineering outfits.

So the next SL would be a DB9 in drag?

Not quite yet. The deal doesn't yet include co-developing entire sports cars, at least not yet. Aston will continue to design and build its own coupés and convertibles, but – if and when the deal is inked – the next generation would almost certainly feature tweaked Mercedes powerplants and transmissions.

To test the water, the boys from Warwickshire have asked their Swabian counterparts for a version of their twin-turbo V12 dubbed M275 which
is likely to replace the Ford-sourced V12 found in the DB9 and DBS.

This V12 collaboration programme alone is valued at an estimated €150m and has been blessed by Dr Zetsche. For good measure, Mercedes will also throw in the seven-speed automatic and both hybrid modules. Yes, bank on a hybrid Aston Martin in the next decade.


Hybrid Aston Martins! Whatever next?

This isn't pie-in-the-sky stuff. Aston and Merc are already talking about details. P1 denotes the mild version of the hybrid module, which provides a 135lb ft torque boost. P2 doubles this figure by substituting the converter with a full synchronised electric motor. This kind of state-of-the-art technology is definitely not readily available from the aforementioned supplier community.

If it does the Maybach job well, Aston Martin is expected to get a bigger slice of the action. This includes complete cars with drivetrains, joint production agreements and an integration of both dealer networks, sources say.


The next phase of the Aston-Merc deal

Phase Two of the Romeo and Juliet project kicks off in 2012. This timing has a lot to do with the relaunch of the Lagonda brand. Bez announced the revival of Lagonda in September 2008 and we'll see the first concept vehicle in 2009.
Lagonda: the future models

Long-term, we may see up to to four different Lagonda models. The SUV/crossover model Bez keeps referring to in rather general terms would be based on the replacement Mercedes GL, which won't change much in character and dimensions.

The full range of Lagondas being plotted are:

• A large saloon
• Four-seater coupé
• Four-seater cabriolet
• That 4x4

The saloon is, according to those in the know, the Lagonda version of the next Maybach. The British R&D crew would thus effectively oversee both programmes. A bit further down the line, Lagonda could also get a version of C217 and A217, the next Mercedes CL coupé and
its drop-top spin-off.

A source from Germany tells us: 'Once the fundamental issues have been dealt with, the arrangement is quite straightforward. Maybach stands for ultimate luxury, Mercedes covers the middle ground albeit on a very high level, and Lagonda does the sporty versions.'

In case the Lagonda name does not attract enough premium customers, the rebodied CL could alternatively be fielded as the Aston Martin DB10. Make no mistake, this is the level of detail the talks behind Project Romeo and Juliet have already reached.


Tell me more about the proposed Mercedes-Aston engines...

Ulrich Bez would have loved Mercedes to develop a state-of-the-art straight six for AML, but in this particular case he received the thumbs down. Bez will have to settle for a selection of V-engines instead.

'The platform which is crucial for the initial phase of the collaboration is known in Stuttgart as W222/ V222. This is the architecture of the new S-class which differs radically from the current car. It's not going to be much lighter on account of the necessary space and tech requirements, but it will be dramatically more efficient thanks to new downsized turbocharged petrol engines and no fewer than three different hybrid options: mild, full and plug-in.

One of these options will in fact be standard on every new S-class, which in itself is a huge opportunity for AML. While the Rapide earmarked for early 2010 is still based on an evolution of the familiar VH matrix, the bigger Lagonda saloon would already tap the W/V222 DNA. Since S-class and CL will again be closely related, the technology transfer automatically extends to the two-door models.

What about a McLaren-style sports car partnership with Aston Martin? It's a possibility, but only if the market deems MB's new Gullwing coupé, the roadster derived from it and the AMG Black Series portfolio too mainstream. And the way the international economy is going makes that unlikely. For now at least.


Aston Martin: the future

Project Romeo and Juliet is indicative of the pace of change at Gaydon since Aston Martin was sold in Ford's fire sale in 2007. In around 18 months, it's already launched the DBS, a V12 version of the Vantage, opened a new design studio and announced the shock £1.2 million One-77 hypercar.

Just goes to show what removing the shackles of a large multinational owner can do for a small, nimble sports car maker with brand qualities to die for.

But Aston must make sure it doesn't leap from the frying pan into the fire with any potential tie-up with Mercedes – a company already cautious after unsuccessful dalliances with Chrysler and Mitsubishi in recent years.

VW’s Elise-rivalling sports car scooped

By Tim Pollard (artist's impression by Larson)

Volkswagen is readying a top-secret mid-engined sports car in the mould of the Lotus Elise – a true people’s sports car in keeping with the brand’s populist roots and wearing a tempting price tag hovering around £20,000. CAR has compiled a dossier on the new VW coupe and we’ll see more concrete clues at the November 2008 Los Angeles motor show when Volkswagen whisks the cover off its third small sports car concept in five years.

CAR Online’s artist’s impression reveals a possible look for the new VW coupe, although we admit this image is quite speculative. Little is known yet about the finished look of the newcomer – largely because the production version isn’t likely to be seen before 2013.

The design is still not signed off, but we hear that VW designer Mark Lichte is planning to give the sports car classic proportions, with a long wheelbase, a wide track and short overhangs. Our image wraps up that DNA in a contemporary Volkswagen two-seater design.

So what do we definitely know about the new VW sports car?
The concept being discussed in Wolfsburg is a four-cylinder, mid-engined car. If VW is to achieve that £20,000 cut-price Elise positioning, keeping a lid on costs will be vital.

So engines will come from elsewhere in the group empire and the vehicle architecture will be spun around a new modular steel assembly system. Dubbed Modular Sports Car, the underpinnings will be simple – aluminium is considered way too expensive – but that sadly means that the car is likely to weigh around 300kg more than the Elise.

However, the engineers are targeting a rigid assembly that is stiff enough to have a coupe (pictured) or convertible roadster bodystyles.

What else do we know about Volkswagen’s MSC sports car?
The modular chassis is said to use clever new kinematics in the new strut-based suspension system that does away with the need for pricey, Golf-style multi-link axles. Money pinching is crucial here, but not at the expense of delivering a fun-to-drive, pointy sports car.

To this end, R&D boss Ulrich Hackenberg has disclosed to CAR that the new affordable sports car will use parts-bin steering, brakes, electronics and DSG twin-clutch transmissions. Bearing in mind some of the expertise out there on Planet VW, that’s no bad thing…

This car rings bells. Will there be an Audi and Porsche version too?
You bet. CAR Online has already revealed the new sub-Boxster Porsche sports car and Ingolstadt is developing its own budget mid-engined sportster in the shape of the Audi R3.

The VW version is tipped to use a variety of different powertrains. Bearing in mind its projected 2013 on-sale date, Volkswagen is making sure it can take petrol, diesel, hybrid or full electric power supplies to cope with a remapped global economy.

In the short term, the Volkswagen MSC is likely to be powered by turbocharged 1.2 and 1.4-litre four-cylinder engines offering a mix of power outputs between 105 and 160bhp. Naturally in this cuddly, CO2-obsessed zeitgeist, there is a Bluemotion version planned too, running a 75bhp 1.2 three-pot TDI.

Mercedes coupes: the next generation

By Georg Kacher

Mercedes is to shake up its entire family of coupes, CAR hears. The changes kick off with the new E-class coupe and will include a proper new C-class coupe (instead of today’s short-cut CLC), as well as repositioning the top-dog CL.


The CLK badge will die next year, replaced by the E-class coupe. It was shown in concept guise as the Fascination shooting brake concept car at the Paris motor show, which shows the front-end styling of the new E family, including the coupe.

Why launch a sporty two-door E-class? Simple. It’ll at a stroke boost sales figures for the total E-class range, especially against its 5-series and A6 rivals. It’ll move the old CLK up half a notch (with, we suspect, according price rises). And it’ll pave the way for the subsequent switch from CL to S-class coupé designation.

Yes, Mercedes-Benz is secretly preparing to tweak its entire coupe range.

From CLC to C-class. Why Mercedes is rethinking its cheapest coupe
In sync with these name changes, the CLC replacement due in early 2010 will be sold as a C-class coupe. About six months after the signed-off fixed-head, we are likely to see a four-seater soft-top C-class cabrio.

We don’t yet have any artist’s impressions of the new C-class coupe, but we’ve attached a couple of official designers’ sketches for the current CLC, which give a flavour of what Mercedes is trying to achieve with its smallest coupe.

Although the engineering bods in Stuttgart have made provision for a cabriolet version of the new C, marketing has yet to give the green light to what could be the fifth C-class bodystyle.

The best bit of the new two-door C-class cabrio is its positioning. It’s aimed precisely at the gap between the A3 and A5 soft-tops, and open-air 1- and 3-series. Not just in price, but also in terms of size, accommodation, equipment and engine line-up.

How much will the new C-class cabrio cost?
The fun-in-the-sun C-class will be substantially less expensive than the most basic SLK, and around £7000 less than the cheapest two-door E-class. That points to a starting price around £27,000.
The two-door C offers slightly more rear legroom as well as a bigger boot (450 litres with the roof up, 405 with the top down) than the longer, sleeker and more elegant E-class spin-off.
To keep a lid on costs, the chassis and basic vehicle architecture will be taken over from the C-class saloon – so it should be a roomy convertible package. You won’t have to send the kids ahead in a Smart Fortwo.
Will the C-class cab have a folding hard-top, or old-school cloth?
Our sources point to a power-operated fabric hood, motorised belt-bringers, a clever pop-up wind deflector and the practical Airscarf neck warmer we’ve already seen on the SLK. All this tech will add a lot of heft, mind you…
There will also be new engines galore on the C coupe and cab. Highlights include:
• The super-frugal and extra-clean direct-injection petrol-fed 2.0-litre four (codenamed M271)• A similarly fuelled V6 (M272)• The new 2.2-litre diesel CDI (OM642)• Top-dog 3.0-litre V6 CDI (OM651)
And – inevitably – the hybrid C-classes
These offer an average increase in power and torque of between 10 and 20 percent, but the big news is the hybridisation offered across the board. By specifying mild, full or plug-in hybrid modules, Merc will be able to reduce the CO2 emission in the EC cycle by 10 to 50 percent.

IS F arrives under $130,000

Chris Gable

Lexus has pegged the price of its tough-looking IS F at a handy $129,000.
Arguably the star of Lexus’ Sydney motor show stand – even though the gorgeous IS 250C is in the spotlight – the IS F looks every bit the Autobahn aspirant it’s cracked up to be.

Now, Lexus has announced that the car will wear a $129,000 pricetag when it hits dealerships later this month, well below the German performance sedans that are obviously in its sights.

With 311kW and 505Nm on tap from its 5.0-litre V8 – driving through the rear wheels and an eight-speed Sports Direct Shift (SPDS) that’s said to offer 0.1 second upshifts, Lexus’s new performance hero car looks good on paper, too.

Will it shake up its mainly German opposition on Aussie bitumen. Obviously, we’ll tell you if the performance meets the promise when the car is pitched into battle in coming Wheels.

The car arrives in dealerships in the next couple of weeks, and Lexus says it'll come fully equipped, with the only option being to delete the moonroof.

"The IS F will bring a strongly competitive force to the performance sedan market," says Lexus chief executive, John Roca.

"Almost 20 years ago we arrived in the luxury market and raised the bar in terms of build quality, specification and value.

"In 2008 we have targeted our performance car rivals," said Roca.

Although he doesn't name them, Roca says the IS F will compete directly with the performance flagships of other luxury marques.

He said the IS F's price will allow Lexus to establish the "F" brand, and build credibility beyond its core "luxury" vehicle market.

"IS F enters one of the most competitive categories," Mr Roca said.

"This category is all about passion and brand values. With the IS F we have the brand values - the passion comes with the first drive.

"The core Lexus values are what will set us apart from the competition.

"Lexus is extremely excited about the arrival of the IS F and the new clientele it will bring.

"Furthermore, Lexus now has a hero car that will stimulate sales of other IS models," Mr Roca said.

2009 Mitsubishi Galant Ralliart Road Test Review

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.

2010 Mazda 3

- Car News
BY TOM LUDWICK

The next Mazda 3 arrives amid lofty expectations. At Car and Driver we’re big fans of the current model. The 3 took second place in a comparison test of sensible four-doors, and the Mazdaspeed 3 has had a position on our 10Best list for the past two years. In fact, the 3 is so popular that the automaker claims it accounts for almost a third of annual Mazda sales.

Mazda has released a handful of pictures in anticipation of the sedan’s debut at the 2008 Los Angeles auto show (the hatchback that will bow later). As we suspected from our latest set of spy shots the 3 has been radically redesigned with styling similar to the new Mazda 6.

Up front the nose is all-new with sharp headlights and large air intake ducts above the slim fog lights. In back, there are new LED taillamps and dual-exhaust outlets. The car’s profile hints that the dimensions have grown slightly although we’re waiting on full specifications.

Power will come from the 168-hp, 2.5-liter four pot from the 6 (replacing the 2.3), while the 2.0-liter carries over. Mazda promises a more refined ride, sporty handling, and top-of-class fuel economy.

No details have been released about the interior, but we expect to see some changes in the cockpit. Nor is there new information on the zoomy Mazdaspeed 3 yet.