Cars

New Mercedes ML-Class revealed

2011-06-13T20:23:00.000-07:00

Daniel DeGasperi
SMH
This third-gen model, codenamed W166, will offer a 2.1-litre twin-turbo diesel rated at just 5.0L/100km, despite healthy 500Nm/150kW outputs. A seven-speed automatic transmission is standard, and teams with stop-start and brake energy regeneration tech to help the ML250 Bluetec variant achieve the class-leading fuel figure.

Other ML models set to launch include a 3.0-litre V6 ML350 Bluetec and 5.5-litre twin-turbo V8 ML63 AMG (the latter understandably without a ‘Bluetec’ tag). Later next year a diesel-electric ML300 Hybrid will debut, teaming the ML250’s turbo-diesel with a 15kW electric motor.

While the ML’s exterior and interior are all-new – with a CL-style wide-mouthed front grille and deeper, more prominent side character creases – it retains the basic proportion of the current generation. The Merc SUV’s platform is shared with the new-gen Jeep Grand Cherokee, however the ML remains a five-seat-only proposition

Mini Coupe

2011-06-10T00:37:00.000-07:00

Ninemsn

BMW has released its first official images of the forthcoming Mini Coupe, along with full details on the new two-door bodystyle and available drivetrains.

Designed as a premium compact coupe, the two-seat three-box Mini is 20mm longer than the hatch (at 3734mm) with an identical 2467mm wheelbase. It is the same width, but 29mm lower (1384mm). Its track (both front and rear) is pushed out by 4mm.

The Mini Coupe’s styling features include a flat silhouette, “helmet roof”, integral roof spoiler and an active rear spoiler that extends automatically at 80km/h.

Although the Coupe is strictly a two-seater, a large, high-opening tailgate and a wide through-loading system that can be opened from the driver’s or passenger’s seat, is standard.

Powertrains available internationally include 90kW atmo 1.6 (Cooper), 135kW turbo 1.6 (Cooper S) and 155kW turbo 1.6 (Cooper JCW) petrols, and a 105kW/305Nm 2.0-litre turbo diesel. All hook up to a six-speed manual or (with the exception of JCW) six-speed automatic gearbox.

BMW Australia is yet to announce which of these variants will arrive here when the Mini Coupe launches locally in November

Mercedes launches C-Class facelift

2011-05-29T22:33:00.000-07:00

Daniel DeGasperi

Mercedes-Benz Australia has launched its facelifted C-Class in Australia, almost four years after the W204 generation was voted Wheels Car of the Year.

All models score a lighter all-aluminium bonnet, revised interior including centrally-integrated media screen and the availability of new media and active safety tech systems – including Internet connectivity, drowsiness detection, highbeam assist, lane-keeping and blind-spot assist, and pre-safe collision braking.

The entry level $58,900 C200 CGI retains identical pricing to the outgoing model, and the mid-spec $67,900 C250 CGI rises $1K. Both score a new seven-speed auto, replacing the previous five-speed unit, and consumption for both the 135kW C200 and 150kW C250 is 7.2L/100km.

The single C220 CDI variant has been replaced by two diesel variants – C200 CDI and C250 CDI. The $60,900 C200 CDI costs $1270 less than the C220, however its 100kW/330Nm 2.2-litre turbo-diesel is down 25kW/70Nm by comparison.

The C250 CDI is priced at $67,900 with the same-capacity high-boost engine pumping outputs to 150kW and 500Nm – virtually matching the old 3.0-litre turbo-diesel V6. Both engines get stop/start technology and the seven-speed auto. The C200 CDI boasts an ADR claim of 5.4L/100km; the C250 CDI even better, at 5.1L/100km.

Two new V6 variants top out the regular C-Class range in Oz, however shipments of the C300 CDI and C350 V6 won’t arrive until September. The $84,900 C300 CDI is down a massive $14K to $84,400. Its upgraded 3.0-litre turbo-diesel V6 now produces 195kW and 620Nm (up 30kW/110Nm), yet the slurp drops to 6.1L/100km (ADR average, down from 7.4).

Meanwhile the old C300 3.0-litre V6 has been ditched in favour of Merc’s all-new direct-injection 3.5-litre V6, which produces 185kW and 340Nm, and is rated at 8.3L/100km (down from 9.4L). The C350 will be priced at $94,400.

Estate variants are available in all four-cylinder models for $2K extra. The facelifted C63 AMG sedan and Estate will arrive alongside the new coupe in November.

2010 Ford F-150 SVT Raptor - First Drive Review

2009-08-27T05:31:00.000-07:00

BY MIKE SUTTON

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•2010 Ford F-150 SVT Raptor - First Drive Review
•2010 Ford F-150 SVT Raptor - Auto Shows
With flamboyant, seven-foot-wide bodywork plastered with “digital mud,” an industry-first long-travel suspension, and a résumé that includes a third-in-class finish at the Baja 1000, Ford’s 2010 F-150 SVT Raptor is about as subtle as the feeling one gets sitting on a cactus. Naked. That a street-legal, 6000-pound pickup designed to traverse the open desert at 100 mph even made it past Dearborn’s Byzantine and conservative product-review board is a miracle in itself. But after a grueling and secretive development period—during which Ford’s marketing department was heard talking of driving the truck “right up Toyota’s ass”—it did. And we can confirm after some thrilling seat time near California’s Anza-Borrego Desert State Park that the Raptor is one of the most formidable off-road production vehicles ever built.

No Comparisons

Ever-greater performance vehicles come out all the time. And with each new iteration, we usually can sum up their placement on our automotive totem pole by referencing how much quicker they are than this, or how they grip the road better than that. But there are no formal benchmarks for the Raptor; this is way beyond Rovers, Hummers, and Unimogs.

A track widened seven inches over a normal F-150, with reinforced underpinnings suspended by unique front coil springs and rear leaf springs, are what give the Raptor its impressive front/rear suspension articulation of 11.2 and 12.1 inches, respectively. Cool details abound the chassis, too, particularly the “SVT” stampings on the aluminum control arms. But the magic lies in the massive, three-stage, internal-bypass shocks from Fox Racing. Commonly found in purpose-built racing trucks and pre-runners, these high-end units compress progressively, with a firm initial stage for good body control and softer second and third stages that allow maximum wheel travel at high speeds off road.

Specifications
VEHICLE TYPE: front-engine, 4-wheel-drive, 5-passenger, 2+2-door truck

BASE PRICE: $38,995

ENGINE TYPE: SOHC 24-valve V-8, aluminum block and heads, port fuel injection

Displacement: 330 cu in, 5400cc
Power (SAE net): 310 bhp @ 5000 rpm
Torque (SAE net): 365 lb-ft @ 3500 rpm

TRANSMISSION: 6-speed automatic

DIMENSIONS:
Wheelbase: 133.0 in Length: 220.9 in Width: 86.3 in Height: 78.4 in
Curb weight (C/D est): 6000 lb

PERFORMANCE (C/D EST):
Zero to 60 mph: 8.3 sec
Standing ¼-mile: 17.8 sec
Top Speed (governor limited): 100 mph

FUEL ECONOMY:
EPA city/highway driving: 14/18 mpg

On the highway, the Raptor feels much like the softer-sprung, four-wheel-drive F-150 on which it’s based, with the shocks keeping the body from flopping about during transitions. Get the Raptor in its element, though, and it gobbles up rough terrain like a Ferrari tackling a chicane. Traversing a winding desert wash with large rocks, undulations, and two-foot-tall whoops, we frequently reached highway speeds with little drama. Ford’s more experienced pilots regularly hit the truck’s 100-mph speed governor over the same section. That the company’s own press photos show the truck launching all four wheels several feet in the air speak to what the Raptor was built for. We of course had to try, more than once, and almost succeeded—albeit by accident—in clearing a two-lane fire road at what felt like 50 mph. That landing was a little rough, but the truck rarely bottomed out during our drive and we never wished for a neck brace or kidney belt.

More Than Just Fancy Shocks

If the Raptor’s added width and trick dampers are its foundation, its myriad electronic and drivetrain upgrades make up the total package. At each corner are beefed-up disc brakes (13.8 inches in front, 13.7 in the rear) surrounded by 17-inch alloy wheels and SVT-specific, 35-inch BFGoodrich all-terrain tires. Differentials with 4.10:1 gears help turn the hefty rolling stock, and the rear axle sports an electronic locker that can spool both wheels together for maximum traction. Ford’s two-stage electronic-stability-control system also sports a special off-road mode that raises the threshold for yaw and anti-lock-brake intervention, sharpens throttle response, re-maps the six-speed automatic to hold gears longer, and allows the locking diff to stay activated up to the vehicle’s top speed. A new hill-descent-control system also is included and worked great to limit our speed while crawling down steep slopes lined with jagged rocks and deep holes.

All this hardware makes for very high handling limits off road, and we quickly learned that owners will need to build up the skill—and bravado—to make the most of it. Because of the inherent nature of the bypass shocks, the Raptor actually seemed to ride smoother the faster we hit obstacles; hold back or stab the brakes and the front end would compress violently over whoops. Even more exhilarating was the high-speed stability afforded by the wider track. With the off-road electronics, the wheels can be locked up initially for better braking on loose ground, while also permitting gratuitous, Scandinavian-flick rally turns at speeds that would send normal trucks into barrel rolls. A Land Rover-esque off-road-driving school might not be a bad idea here, Ford.

Still an F-150 Underneath

Yet, second only to its prowess off road, the Raptor’s most surprising attribute is that it performs much like a regular F-150 everywhere else. Sure, it’s a couple inches taller (which you notice behind the wheel) and nearly one foot wider (which you really don’t), but on the pavement it’s quiet, composed, and about as well behaved as one could expect from such a dirt-oriented setup. Braking performance felt respectable and the extra cushion in the suspension made for a compliant ride with less of the rear-axle hop common with unladen pickups. Road noise and tire roar also weren’t bad, owing mostly to the softer compound employed in the special BFG rubber.

Inside is a mostly standard F-150 cabin, which is a pretty pleasant place to start. Nicely bolstered sport seats kept us supported and comfortable, while the contoured steering wheel felt great when sending commands to the revised steering rack. Other touches include white-faced SVT gauges and new console-mounted controls for the off-road electronics and auxiliary power switches. Optional Molten Orange seat inserts and trim help brighten the mostly dark interior, but we could live without the center-console appliqué, which looks like a cheap sticker from the local auto parts store. Even without the huge F-O-R-D spelled out across the new grille, the Raptor is instantly recognizable as an F-150, albeit one with ultra-aggressive proportions and an imposing stance. And there are plenty of cool details here, too, including skid plates galore, functional heat extractors on the hood and fenders, beefy hydroformed bumpers, and LED marker lights in the grille and on the flared wheel arches. Available colors are limited to orange, black, blue, or white.

Specifications
VEHICLE TYPE: front-engine, 4-wheel-drive, 5-passenger, 2+2-door truck

BASE PRICE: $38,995

ENGINE TYPE: SOHC 24-valve V-8, aluminum block and heads, port fuel injection

Displacement: 330 cu in, 5400cc
Power (SAE net): 310 bhp @ 5000 rpm
Torque (SAE net): 365 lb-ft @ 3500 rpm

TRANSMISSION: 6-speed automatic

DIMENSIONS:
Wheelbase: 133.0 in Length: 220.9 in Width: 86.3 in Height: 78.4 in
Curb weight (C/D est): 6000 lb

PERFORMANCE (C/D EST):
Zero to 60 mph: 8.3 sec
Standing ¼-mile: 17.8 sec
Top Speed (governor limited): 100 mph

FUEL ECONOMY:
EPA city/highway driving: 14/18 mpg

Wait for the Boss

Our only real complaint with the Raptor is the 310-hp, 5.4-liter V-8 that comes with the $38,995 base price. Feeling woefully over-taxed by the vehicle’s mass and large tires, it strains to move the truck up hills and out of corners with any verve. The six-speed automatic helps, and the issue isn’t as bad in the dirt, where the suspension allows you to build and keep momentum. But we frequently had the throttle mashed to the floor just to get moving at a normal pace. Fortunately, a new Boss 6.2-liter V-8 will be available early next year, packing around 400 hp and adding $3000 to the sticker. Other major options include a luxury package (power heated mirrors and front seats, dual-zone climate control, an upgraded stereo, and adjustable pedals), moonroof, navigation, and the aforementioned body graphics.

Although a fully loaded Raptor should top out near $50K, the package seems like a bargain, considering it is still drivable everyday, can tow 6000 pounds, and carries a factory warranty. And then there’s the off-road performance, which would require at least $20K in modifications on top of an F-150 FX4 ($36,065 base) to match. Ford says its Dearborn truck plant will be able to turn out up to 5000 or so Raptors annually and that there also will be plenty of performance accessories available in the near future. As it is, the Raptor is the most unique SVT-engineered vehicle next to the 550-hp Ford GT supercar, and that’s saying something. Maybe it’s time we define a new category of vehicle: the supertruck.

2010 Porsche 911 Turbo - Official Photos and Info

2009-08-10T23:23:00.000-07:00

BY JENS MEINERS

More than one year after the regular Porsche 911 migrated to Phase II of the 997 architecture, the Turbo follows. The most important change: A new twin-turbocharged, direct-injection flat-six engine with higher compression (9.8:1, from 9.0:1), a displacement of 3.8 liters (up from 3.6) and 20 more horsepower—the new 911 Turbo makes 500 hp at 6000 rpm, versus the previous model's 480 hp. Maximum torque for the new car is 479 lb-ft at 1950 rpm (516 lb-ft at 2100 rpm with the optional Sport Chrono package), while its predecessor delivered 460 lb-ft (505 lb-ft with Sport Chrono).

Porsche says the revisions improve the Turbo's already stellar performance, with the company claiming the run to 60 mph now takes 3.2 seconds; a 0–60 sprint of 3.4 seconds is the best we’ve recorded for the previous model. Top speed rises 1 mph to an ungoverned 194. However, a more noticeable improvement is the Turbo's efficiency. Carbon-dioxide emissions are said to be 18 percent less than before, and while U.S. EPA ratings are not yet available, combined fuel economy in the European cycle has increased from the equivalent of 18 mpg to 20 mpg for 2010.

Part of the improved fuel economy is due to the optional ZF-supplied, seven-speed Porsche-Doppelkupplungsgetriebe (PDK) dual-clutch automated manual transmission. It replaces the former Aisin five-speed automatic, and its seventh gear is extremely tall for more-efficient cruising. As with non-turbo 911s, the gearbox also is configured to upshift more quickly when you push the "Sport" or "Sport Plus" button, which also are part of the Sport Chrono package. More important, though, is that the counterintuitive and awkwardly positioned steering-wheel buttons that operate the manual-shift function—they require you to push away to upshift and pull towards you to downshift, and are easy to hit accidentally—can now be replaced with proper, wheel-mounted paddle shifters; pull the left one to downshift, the right one to upshift. Bravo to Porsche for offering the option and we hope the new steering wheel becomes available across the company’s entire lineup.

Of course, you can also opt for the standard six-speed manual, which we’ve found in the previous model to be smooth, precise, and perfectly suited to the Turbo. All-wheel drive remains standard and a new, available torque-vectoring system is likely to push the Turbo's agility and handling limits to new heights. Also featured are the dynamic engine mounts introduced on the 2010 911 GT3, revised traction- and stability-control systems, optional carbon-ceramic brakes, and available multi-spoke, 19-inch RS Spyder wheels with center-locking hubs.

There are surprisingly few changes to the exterior. The front fascia is unchanged, except for slightly accentuated horizontal strips on the huge front air intakes. The xenon headlights are carried over from the regular 911. Most noticeable are the current 911's LED taillights. The rear bumper is slightly altered for bigger exhaust openings, but you really have to see the old and new car next to each other to tell the difference.

At $132,800 for the coupe and $143,800 for the cabriolet, the 2010 Turbo is priced about $2000 more than the 2009 model. And it's facing strong competition, namely from the Nissan GT-R, and the upcoming Mercedes-Benz SLS AMG and Audi R8 5.2 V-10. Only the rear-wheel-drive GT2 has yet to be fitted with the 997’s latest advancements. However, Porsche already is busily working on the next generation of the 911, internally called 991.

The new Turbo will officially debut in September at the Frankfurt auto show, with European sales starting November 21 and U.S. deliveries commencing in January 2010. We hope to drive the new car shortly after its unveiling, at which time we will of course bring you our initial thoughts of it on the road.

2010 Kia Forte Koup - First Drive Review

2009-07-16T17:06:00.000-07:00

BY DAVE VANDERWERP
To separate itself from the pack—not to mention sister company Hyundai—Kia says it wants to become a design-led automaker.

Kia gave itself a good start by hiring an Audi designer. No, really, that’s exactly what it did in 2006 when it lured Peter Schreyer away from the German company. We think it’s working, too, as we’re now starting to see the effects.

First to catch our eye was the new, boxy Soul that has a distinct and compelling look that’s youthful without crossing the weirdness boundary, as do some of its competitors, such as the Nissan Cube. Now there’s the Forte, which looks handsome in sedan form but positively stylish as a two-door coupe. Sitting 0.4-inch closer to the ground with a 2.4-inch lower roofline that’s not unlike that of an Audi A5, the only piece of the sedan’s sheetmetal carried over to the Koup is the hood. We particularly appreciated its sleekness from behind, where the squashed rear taillights make it stand out from the sedan. A five-door hatchback model will join the Forte lineup in 2010.

The Koup’s mechanicals, however, are nearly unchanged except that it drops the base LX trim, as well as the available EX fuel-economy model. EX Koups get a 156-hp, 2.0-liter four paired with either a four-speed automatic or a five-speed manual. We drove only SXs, which come with a 173-hp, 2.4-liter inline-four and a five-speed auto or six-speed manual, along with slightly larger front brakes, a stiffer suspension tune, 17-inch wheels, and a tilt-and-telescoping steering wheel. The SX also gets some interior upgrades, including a classy red halo that rings the speedo and the gimmicky red lights seen first on the Soul that can be set to flash to the beat of whatever’s playing on the stereo. Kia says it’s still mulling a higher-performance version. How about adapting the 210-hp, 2.0-liter turbo from the Hyundai Genesis Coupe to the front-drive Forte?

Specifications
VEHICLE TYPE: front-engine, front-wheel-drive, 5-passenger, 2-door coupe
ESTIMATED BASE PRICE: EX, $16,500 / SX, $18,000
ENGINE TYPE: DOHC 16-valve inline-4, aluminum block and head, port fuel injection
Displacement: 122 cu in, 1998cc / 144 cu in, 2359cc
Power (SAE net): 156 bhp @ 6200 rpm / 173 bhp @ 6000 rpm
Torque (SAE net): 144 lb-ft @ 4300 rpm / 168 lb-ft @ 4000 rpm
TRANSMISSION: 4- or 5-speed automatic with manumatic shifting; 5- or 6-speed manual
DIMENSIONS:
Wheelbase: 104.3 in Length: 176.4 in Width: 69.5 in Height: 55.1 in
Curb weight (C/D est): 2750–2900 lb
PERFORMANCE (C/D EST):
Zero to 60 mph: 8.3–9.1 sec
Standing ¼-mile: 16.3–17.1 sec
Top speed (governor limited): 130 mph
FUEL ECONOMY:
EPA city/highway driving: 22–25/31–34 mpg
Attractive Cabin to Match the Stylish Exterior

The interior itself is well executed in hard plastics, which are par for this class, and the control layout and ergonomics are spot on. We have just one minor complaint: since the iPod connector is right below the HVAC controls in front of the shifter, there’s no place to stash an iPod out of sight when it’s connected. Plan on unplugging your device before parking to discourage thievery.

Kia is quick to brag about the Forte’s above-average horsepower in its class, but as we discovered in a recent test of a SX sedan, the Forte won’t be known as a sprinter. Expect 0-to-60-mph runs in the low eights for an SX manual; the same sprints may stretch into the nines with lesser-engine EXs. On the bright side, at least the Koup’s fuel-economy ratings are above average: EX models are rated at 25/34 mpg city/highway while SXs achieve 22/32 for the manual and 23/31 for the automatic.

It would be difficult to deliver a driving experience as impressive as the exterior styling, and the Koup struggles. We’d say it’s solidly average. Clutch take-up is smooth in the six-speed, but the shifter feels imprecise and has a fair amount of play in it. And someone needs to tell Kia that aggressive throttle tip-in does not make a car sporty. It only makes a driver annoyed at the difficulty in being smooth. Despite the jumpy throttle, however, the engine is somewhat sluggish to respond to a quick, downshift-enabling throttle blip. The automatic works well and will likely be the more popular choice.

Say “Bye-Bye” to Soft-Riding Kias

Gone are the days of roly-poly, softly sprung Kias. During our brief drive in South Korea, the Koup sometimes felt too stiff over the pothole-ridden roads surrounding Seoul. It occasionally felt a bit befuddled, too, reminding us of its twist-beam rear axle and not the more sophisticated independent suspension found on some of the competition, such as the Honda Civic and Scion tC. We’ll reserve final judgment on ride until we get one back at headquarters for more extended evaluation. The steering feels slightly artificial, like perhaps a bit too much feedback has been filtered out, but it has a nice on-center heft and responds predictably and linearly.

Buyers may want to consider skipping the leather option and sticking with the grippy and comfortable cloth seats, as the Forte’s skidpad and braking numbers should be among the tops in the category. (The SX sedan we recently tested pulled a lofty 0.85 g on the skidpad and stopped from 70 mph in 173 feet). Anyone much over six-feet tall will also want to pass on the sunroof in the name of headroom, which has decreased by 1.3 inches compared to the sedan. In back, a significant 2.5 inches of headroom has been extracted from a space that would otherwise be reasonably roomy.

Pricing for the Koup will likely be very similar to that of the sedan when it arrives in late August. Figure $16,500 for an EX and about $18,000 for an SX. All models get a hefty load of standard equipment including six airbags, stability control, a surprisingly potent six-speaker stereo with USB and auxiliary inputs and an iPod connector, Bluetooth connectivity, power windows and locks, and air conditioning. We’re not sure Kia needs the cutesy Koup misspelling to attract attention. In this inexpensive segment, the high level of style delivered by the company’s first-ever coupe is all it needs to stand out.

2010 Mercedes-Benz E63 AMG - First Drive Review

2009-07-03T16:23:00.000-07:00

BY MIKE AUSTIN

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

Highly Evolved from the Standard E-class

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

ESTIMATED BASE PRICE: $88,000

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

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

TRANSMISSION: 7-speed automatic with manumatic shifting

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

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

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

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

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

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

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

2011 Audi R8 Spyder 5.2 V10 - Spied

2009-06-18T16:43:00.000-07:00

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

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

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

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

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

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

1961 Ferrari 250 GT Pinin Farina Coupe

2009-06-10T15:13:00.001-07:00

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

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

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

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

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

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

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

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

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

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

Not meant to be a sporty Ferrari

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

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

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

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

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

Vast numbers sacrificed for parts

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

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

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

2010 Acura TSX V6 - First Drive Review

2009-06-08T01:55:00.001-07:00

BY STEVE SILER, PHOTOGRAPHY BY MORGAN SEGAL AND THE MANUFACTURER

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

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

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

BASE PRICE: $35,660

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

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

TRANSMISSION: 5-speed automatic with manumatic shifting

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

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

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

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

Keep Your Hands on the Wheel

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

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

Steep Price for Power

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

2010 Lexus HS250h Hybrid

2009-06-02T00:06:00.000-07:00

BY STEVE SILER

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

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

“Mooing” Motor and Un-Lexus-y Loudness

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

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

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

ESTIMATED BASE PRICE: $33,000

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

TRANSMISSION: continuously variable automatic

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

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

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

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

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

A Little More Luxury, a Little Less Practicality

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

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

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

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

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

2010 BMW 5-series Gran Turismo

2009-05-25T16:02:00.000-07:00

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

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

Innards of a 7-series

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

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

Solid Mechanicals

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

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

Still Scratching Our Heads

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

Driving Tips for Mom's-to-Be

2009-05-17T15:59:00.000-07:00

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

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

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

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

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

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

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

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

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

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

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

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

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

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

2009 Ferrari 430 Scuderia Spider 16M - First Drive Review

2009-05-12T23:39:00.000-07:00

BY K.C. COLWELL

Sixteen is a perfect square, in terms of integers. It’s the age you can get a driver’s license. The number of ounces in a pint. Joe Montana’s number. The fourth number in the ominous number sequence from Lost. Or, to a Ferrari Formula 1 fan, it is the number of constructor’s championships the manufacturer has won since the award was created for the 1958 season.

An Open-Top Tribute

To celebrate the 16th championship, which it won last year, Ferrari built the 430 Scuderia Spider 16M, an F430 drop-top with all the go-fast parts of the 430 Scuderia. Those bits include a higher-compression version of the 4.3-liter V-8 making 503 hp and 347 lb-ft of torque (80 percent of which is available at 3000 rpm), a race-tuned suspension, serving-dish-sized carbon-ceramic brakes, and the F1-Superfast2 automated manual transmission that enacts a one-two shift in 60 milliseconds. Just as in the 430 Scuderia, the interior is stripped of all comfort features. Carbon fiber and aluminum line the cabin. There is no carpet, just diamond-plate-style aluminum on the floor, accented by exposed welds. The carbon-framed seats are covered in weight-saving cloth and offer only manual fore-aft and seatback angle adjustments. The doors are skinned with carbon fiber as well. The only concession to luxury lives in the dash: a horizontally docked iPod touch, the sound from which is delivered to occupants via six speakers (yup, there’s a sound system on a track-ready Ferrari). But it’s a miracle you can even hear the thing, because this is quite possibly the loudest roadgoing car we have ever driven. With the engine going full-tilt, there is nothing but a visceral high-pitch scream, a sound which practically begs the driver to flog the car a little more. But be warned, after just one wide-open-throttle run through the first three gears, we quickly had the Polizia in hot pursuit.

Specifications
VEHICLE TYPE: mid-engine, rear-wheel-drive, 2-passenger, 2-door roadster

BASE PRICE: $313,350

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

Displacement: 263 cu in, 4308cc
Power (SAE net): 503 bhp @ 8500 rpm
Torque (SAE net): 347 lb-ft @ 5250 rpm

TRANSMISSION: 6-speed manual with automated shifting and clutch

DIMENSIONS:
Wheelbase: 102.4 in Length: 177.6 in Width: 75.7 in Height: 47.9 in Curb weight (C/D EST): 3300 lb

PERFORMANCE (C/D EST):
Zero to 60 mph: 3.4 sec
Standing ¼-mile: 11.5 sec
Top speed (redline limited): 196 mph

FUEL ECONOMY (C/D EST):
EPA city/highway: 11/16 mpg

According to Ferrari, the 430 Scuderia Spider 16M is faster around its Fiorano test circuit than any open-top road car it has ever built—and we believe them. The 16M weighs in around 3300 pounds, about 200 pounds less than an F430 Spider, or just over 200 pounds more than a 430 Scuderia. And despite having 30 percent less torsional rigidity by the numbers, the 16M feels as rigid as any other prancing horse. It sits 0.7 inch lower than an F430 Spider.

Take Pole Position on Your Sunday Drive

Weekend drivers will rejoice upon finding the button on the center console that relaxes the adjustable shock absorbers. This button is especially handy when the steering wheel mounted manettino—the single switch that adjusts the stability control, shift speeds, and shock damping—is set to Race, or one of the two more extreme settings.

The 16M devoured the switchbacks coursing through the hills surrounding Ferrari’s Maranello factory. The chassis is never unsettled in transition, managing quick shifts in weight effectively, and seemingly enjoys being pushed to the limit and driven as deep as possible into mountain hairpins. A typical problem with a car so capable never lies in the engineering, but in the hands of the driver—driving an exotic near the limit on a country road, especially when you don’t own it, isn’t the stress reliever a Sunday drive might be. But this car is confidence-inspiring, a trait it shares with the rest of the Scuderia’s mid-engine lineup, and it’s what makes those cars so attractive. It’s also a large part of why the F430, in any form, has never lost a C/D comparison test.

We have yet to run numbers on the 16M Scuderia Spider, or a fixed-roof 430 Scuderia for that matter, but our guess is that the Spider will break 60 mph in 3.5 seconds or so and that the coupe would be a hair quicker. Assisting the Scuderia and 16M in flat-out acceleration is the adoption of launch control—a feature previously omitted from U.S.-bound F430s. The Ferrari California also features launch control, but it uses Ferrari’s first dual-clutch automated manual gearbox. We tried the launch control, and it proved to be significantly different than what we are used to. Usually when a launch control program is selected, and the appropriate protocol is performed, the engine will rev to a predetermined rpm and stay there before dumping the clutch. In the 16M, however, the driver needs to manage rpm while keeping his left foot on the brake. So if you want to do a first-gear burnout, no problem, just keep the tach pegged at the 8500-rpm redline and release the brake.

Rarefied Company

The Lamborghini Gallardo LP560-4 Spyder (yes, it’s Spyder for Lambo, Spider for Ferrari) is built just 20 miles up the road, in Sant'Agata Bolognese, and is the chief competition to the 16M. In coupe guise, the Lambo is ridiculously quick, hitting 60 mph in 3.2 seconds and ticking off a quarter-mile in 11.2 seconds at 130 mph. The Spyder version will probably be a tenth or two slower than that. The Lambo might win in a drag race or perhaps a beauty competition, but the 16M dominates the Lambo in terms of chassis performance. We will have to wait for a head-to-head showdown, but our initial gut feeling is that the Ferrari will remain undefeated, and undisputed.

Did we mention the 16M is limited to just 499 examples and deliveries have already started? Or that to get your hands on one, you’ll have to part with $313,350? So open that checkbook right now if you want a car like this—and don’t think you can wait around a year so you can be first in line for the 17M. Through the fifth race of the 2009 F1 season, Ferrari’s chances for a 17th title aren’t looking good, as the team has no victories and is 62 points behind leader Brawn-Mercedes.

2010 Lotus Evora - First Drive Review

2009-05-10T05:02:00.000-07:00

BY DAVE VANDERWERP

There are few greater automotive thrills than hurling a Lotus Elise down a bendy back road—or around a racetrack. But it’s almost not fair to compare the intense and delightful responses of the Elise or the related Exige with other street cars because, with curb weights that hover around 2000 pounds, there aren’t really any other street cars like them.

Bigger, but No Less Special

As you likely already know, that’s where the Evora comes in. It’s massively larger than the Elise—21.9 inches longer, with a 10.9-inch stretch in the wheelbase—which puts it on par with other sports cars such as the Porsche 911 and Cayman. The Evora is roughly five inches shorter than the 911 but still manages to squeeze in similarly sized (i.e., tiny) back seats that are designed to fit very small adults or children up to about 10 years old. It also has a narrower doorsill and a 2.5-inch-higher seating position, making it far easier to get into and out of, which is one of the Elise’s setbacks. Two six-foot-plus males can sit in comfort without their shoulders touching, which is inevitable in an Elise. In fact, this six-foot-five driver didn’t even have to put the front seat back all the way to get comfortable.

Specifications
VEHICLE TYPE: mid-engine, rear-wheel-drive, 2+2-passenger, 2-door coupe

ESTIMATED BASE PRICE: $75,000

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

Displacement: 211 cu in, 3456cc
Power (SAE net): 276 bhp @ 6400 rpm
Torque (SAE net): 258 lb-ft @ 4700 rpm

TRANSMISSION: 6-speed manual

DIMENSIONS:
Wheelbase: 101.4 in Length: 170.9 in Width: 72.8 in Height: 48.1 in Curb weight: 3050 lb

PERFORMANCE (MFR'S EST):
Zero to 60 mph: 4.9 sec
Zero to 100 mph: 12.3 sec
Standing ¼-mile: 13.5 sec @ 105 mph
Top speed (drag limited): 162 mph

FUEL ECONOMY (C/D EST):
EPA city/highway driving: 19/28 mpg

Back seat or not, the Evora is still very much a Lotus in the driver-thrills department. As with the company’s other cars, the steering is absolutely brilliant. The Evora has hydraulic power assist as opposed to the unassisted racks of other Lotuses, but the magic still comes through. In fact, the Lotus guys are so fanatical about steering feel that the Evora has a magnesium steering wheel in order to reduce weight—and therefore inertia—so the driver is informed of every last road nuance. The weighting is perfect, and the constant subtle feedback that comes through the thin, flat-bottom wheel is superb without making the car feel nervous or twitchy.

More Than Just Power

The Evora is planted and secure, yet it picks apart corners with a light and playful feel that always makes mid-engine cars feel so special—think Ferrari F430, only with better steering. The Evora’s handling is so natural and fluid that you get the sense it actually enjoys being pushed. Braking is similarly spectacular, with immediate bite and extremely linear behavior. Despite weighing about 100 fewer pounds than a 911, the Evora wears 13.8-inch front brakes that are larger than the Porsche’s. Lotus says they’ve been designed to easily shrug off track use.

Although not necessarily a straight-line rocket—a Nissan 370Z will keep up in the quarter-mile dash—it isn’t as though the Evora is wanting for a bunch of additional power, and that’s not what any Lotus is about, anyway. The Toyota-sourced V-6 is responsive and has a nice midrange induction growl—Lotus routes a tube from the intake to the cabin to enhance the noise—and it sings a sophisticated but fairly subtle roar in the 5000-to-7000-rpm range. In fact, this is as loud as Lotus could make it to pass strict European noise regulations. U.S. cars get a slightly louder exhaust. A benefit of the, shall we say, responsible level of horsepower is impressive fuel economy numbers. Based on European ratings, the Evora could return as high as a 911-bettering 19 mpg city and 28 mpg highway in EPA testing.

Start Saving Now

Initially, the Evora will be offered only with a six-speed manual, but Toyota’s six-speed automatic transmission will be on the options list for 2011. Don’t worry—as with the engine, the autobox will be completely reprogrammed by Lotus. The Evora goes on sale imminently in Europe but won’t be available in the U.S. until early 2010, and the critical pricing decision has yet to be made. Current exchange rates would put the Evora at $75,000 or so, which is practically on top of the Porsche 911 and over $10,000 higher than the price of a Cayman S. That may be a tough sell for some. But the sales volume will be supercarlike, which means your neighbor—or anyone else on your drive to work—is not likely to have one, and the level of driver feedback is unsurpassed in the “real car” realm. That’s enough for us.

The high cost of gas

2009-04-07T16:04:00.000-07:00

Three sensible tips for coping with the gas crisis
by Kaben Nanlohy

America is in a gas crisis, and there are lots of articles on the Internet about saving gas. Unfortunately, while I really appreciate the helpful attitudes of many of these articles, some of the advice they give ignores common sense and basic laws of physics.
For example: trying to fit more gasoline into your tank when the gasoline is cold. Nope. Liquids don't compress well. I understand the confusion, because in high school Physics and Chemistry we all learned the ideal gas law, one of whose components, Charles' law, roughly states that gas volume decreases when it's cold. But when we speak of the gasoline in your gas tank, we speak of a liquid, not a gas. Even though gasoline is called "gas". The confusion is understandable, but the advice is wrong.
Which is why I think everyone should read this article from CNNMoney.com, debunking gas-saving myths.
Today I'm going to give you three tips that will actually help.

Tip one: track local gas prices
Find the lowest prices in your area using a web site like GasBuddy.com, and refuel on Wednesdays. This doesn't work in every city, but in many parts of the country, fuel prices increase on Thursday and Friday, and then fall for the rest of the week, reaching their lowest on Wednesday. For example, here are recent gas prices in Lansing, Michigan (where I live):
If you own a truck or SUV with a 40 gallon tank, refueling on Wednesday instead of Friday can save you or .

Tip two: slow down
When you're on the highway, whenever you can, drive in the right-hand lane at or below the speed limit. Here's my recent experience with driving slower on a 70 mile trip to Grand Rapids, Michigan: a 2008 Nissan Rogue crossover SUV at 75 miles per hour gave me 27.7 miles per gallon. On the return trip, at 65 miles per hour, it got 32.1 miles per gallon. Those are nice numbers, better than EPA ratings (of 22 in the city, 27 on the highway). At that rate, driving the Rogue at 65 instead of 75 mph extends the range of its 15 gallon tank by about 65 miles. This is like getting eight to ten dollars worth of gas for free. Acceleration consumes excess gas, so use cruise control to maintain a consistent speed. In the city, avoid flooring the accelerator from stops. Take advantage of upcoming stops to save fuel by coasting.

Tip three: drive less
Consolidate your errands. If you usually drive to the grocery store every day, you can save quite a bit of fuel by planning ahead and buying groceries for one or two weeks at a time instead. If you usually go the bank in person every week, switch to online banking, and if you haven't already, ask your employer to direct-deposit your paychecks. Carpool. Take the train or the bus. Ride a bike. Walk.

For additional sensible gas mileage tips from a good source, see this web page at http://www.fueleconomy.gov/.
Here's a final aside: When it's time to buy a new car, consider one of those tempting high-mileage hybrid-electric cars. However, if your gas-guzzler is mechanically sound, you're probably better off keeping it than replacing it. The high cost of a new car, even if you sell your old car for a good price, may not be justified by the savings in gas.

2010 Nissan 370Z Roadster

2009-04-07T16:01:00.000-07:00

The sporty new Z embraces the open air.
BY JON YANCA

Fresh from its recent sports coupe comparison test victory, the Nissan 370Z debuts in roadster form at the New York auto show. In an era dominated by folding-hardtop convertibles, we are pleased to see the new roadster retain a simple fabric top.
New Features
In its transformation, the 370Z droptop gains a shortened windshield and standard automatically latching power top that takes about 20 seconds to fold under a body-colored steel tonneau. The top can be operated via a center-console-mounted toggle or through a button on the outside of either door. A glass wind deflector etched with a small Z logo sits between the fixed roll-bars. Structural enhancements have been added to the A-pillars and side sills to make up for the lack of a roof. Also unique to the roadster are the available leather-and-cloth high-back seats, which also include heating and cooling functionality.
Same Great Powertrain
The Z roadster retains the same 3.7-liter V-6 engine found in the coupe, producing an identical 332 hp at 7000 rpm and 270 lb-ft of torque at 5200 rpm. Buyers will have their choice of a seven-speed automatic transmission or a six-speed manual. The manual can be paired with SynchroRev Match, which automatically blips the throttle when downshifting for perfectly smooth gearchanges. Equipped with a manual transmission and Sport package, we have seen the 370Z coupe hit 60 mph in just 4.8 seconds; as the convertible is heavier by a couple hundred extra pounds, expect it to trail that mark by a few tenths. Either transmission is rated to return the same 18 mpg city and 25 mpg highway, only 1 fewer highway mpg than the coupe.
Packages and Options
As with the Z coupe, the roadster will be offered in base and Touring models when it goes on sale in late summer. Base cars are not offered with any of the two available optional packages, Sport and Navigation, which can only be selected when you opt for the 370Z Touring. The Sport package includes 19-inch wheels, larger sport brakes, SynchroRev Match (with the manual transmission), and a viscous limited-slip differential. Choosing the Navigation package will obviously get you navigation, as well as an upgraded sound system with a 9.3-gig hard drive and USB connectivity. Nissan has yet to release pricing, but the last Z convertible commanded about a $5K premium, so look for a base roadster to ring in around $35,000 and a Touring to nudge $40,000.

Ghost of a chance

2008-12-28T18:40:00.000-08:00

Peter Nunn, Tokyo correspondent
A well-heeled Japanese buyer has defied the doomsters and taken delivery of Asia's first 338kW Rolls-Royce Phantom Coupe.

Times might be tough but in Japan, but clearly the well-heeled still know how to live. Case in point: Japan has become the first nation in Asia to take delivery of Rolls-Royce's magnificent Phantom Coupe.

Just in case you were wondering, in Rolls-Royce speak, "Asia" includes Japan, Korea, Greater China, Australasia, India, Singapore, Thailand, Philippines, all locations where Rolls has customers.

Rolls's local arm tells that a buyer in Osaka was the first in this part of the world to get the 6.75-litre V12 Phantom Coupe, ordered through Cornes and Company, the official Rolls importing arm (which also handles Ferrari and Maserati). But Australia, surely, cannot be far behind.

The Phantom Coupe first came out at this year's Geneva Show and the order book in Japan opened up this July.

They say if you have to ask the price with Rolls, you can't afford it but just for the record, the Phantom Coupe kicks off in Japan for ¥49.98 million (call it A$800,000 or so), making it something of a bargain against the possibly even more desirable and wickedly politically incorrect DropHead Coupe ($852,000).

That's before taxes, note, so a lot more folding stuff will be required to get the two-door, four-seat 338kW Coupe licensed and on the road. And once you get into Rolls' Bespoke order program, of course, the sky's the limit...

Oh, and isn't it remarkable how good the Coupe looks against the "normal" Phantom sedan?

2009 Nissan 370Z - Road Test

2008-12-24T18:34:00.000-08:00

BY JOHN PHILLIPS,

PHOTOGRAPHY BY TOM DREW, KEVIN WING, AND THE MANUFACTURER

*We once heard William F. Buckley Jr. say that, and it sounded cool.
At the Z car’s U.S. introduction 40 years ago, Datsun wisely chose not to employ its domestic “Fairlady” moniker, which Yutaka Katayama knew would have been tantamount to calling, say, the Corvette the “Cocker Spaniel.” Since then, the hyphen that originally separated the “240” from the “Z” has vanished, 1.3 extra liters of displacement have more than doubled the original engine’s output, an actor briefly made Mr. K a red-bespectacled TV star, and the car’s price has swollen by about $27,000.
Nissan refers to this latest Z as an “enhancement,” likely largely a male enhancement, rather than a whole new car. The company is being modest. The wheelbase is shorter by 3.9 inches, width is up 1.1 inches, length is down 2.7 inches. The larger engine (same V-6 as in the Infiniti G37) produces 332 horsepower, a bonus of 26, and sits 15 millimeters (0.6 inch) closer to the pavement, which is now hugged by a true unequal-length control-arm front suspension. Although Nissan’s engineers had to add nearly 200 pounds of safety and regulatory bric-a-brac, the car is only 33 pounds heavier than the 350Z we tested in June of ’07, in part because the hatch, A-pillars, and doors are now aluminum. We know, because we attacked them with a “Big Sky” fridge magnet.
Two models are on offer: the base car, starting at $30,625, and a Touring version, which leans toward luxury—leather, Bose stereo, so forth. In either case, options are few: a nav system, a $1300 seven-speed automatic, and a $3000 Sport package. The latter, as fitted to our test car, includes a limited-slip diff, 19-inch wheels, spoilers, larger brake rotors and aluminum calipers, and “SynchroRev Match” for the six-speed manual.
Every body panel is fresh, and the styling, penned in San Diego, is largely successful, although it ignited some vivid office discussions. First, the dual shark’s teeth in the grille look like the outcome of a dolorous ninth-grade study-hall class. The oversize chrome door handles, which we’d paint flat black or body color, would look more at home on a Nissan Armada. And the roof so steeply cants downward that its leading edge forms a sharp, hard crease we’re calling the “Alfalfa peak”—an odd ridge on a car that is otherwise a lava-lamp jubilee of rounded Oprah-ness. Nissan says the roof is intended to look like the GT-R’s. We ask, “Is that important?” A convertible 370Z will arrive as a 2010 model.
The cockpit is richer than its predecessor’s, with graceful contrasting stitching, a kneepad on the center console, and a classy hinged leather panel covering the hole you’ll create if you don’t order the nav system. There’s now even a glove box. The accelerator pedal is floor mounted, and its travel feels freer and more linear. The steering wheel is asymmetrical, neither circular nor oval, but its size and grip are perfect. Although the wheel is adjustable for rake alone, the entire IP moves along for the ride, assuring a clear shot at the gauges. The driver’s seat is more aggressively bolstered than the passenger’s, and both are upholstered in nonslip fabric. It’s a tight fit, with the more globularly hipped among us contemplating the possibility of embarrassing chafing. The size of the shift knob, the pedals’ placement, the three big HVAC controls—all represent an ergonomic hat trick. What’s more, the monstrous cross support aft of the seats, which nearly bifurcated the cargo area, is now replaced by a simple aluminum tube that does minimal damage to storage space.
At the track, the 370Z easily outpaced its predecessor: 0.3 second quicker to 60 mph, a half-second quicker to 100. What we have here is a $35,000 car that accelerates to 60 mph a mere 10th behind a Porsche Cayman S. The new Z’s 30-to-50 passing potential is now about a second better, and it picked up 0.9 second in its 50-to-70-mph burst. Skidpad grip has risen from 0.93 g to a tendon-bending 0.97 g, and the new brakes (no longer Brembos but Akebonos) have tightened stopping distance to 159 feet—race-car territory, kids.

On the highway and in traffic, the 370Z is one Z-licious companion. From rest, the car rolls away elegantly, asking for a mere handful of revs above idle. Clutch takeup is predictable, and the shifter’s throws are so short and smooth that your forearm barely moves. Power manifests as low as 1900 rpm and flows in one great, seamless rush to redline, with no discernible variable-valve step. Brake-pedal travel is minimal, taut, linear. And the structure feels as solid as a Porsche 911’s, issuing exactly zero rattles or squeaks.
The steering is a little heavy but is always accurate, quick, yet never nervous. Aim for a pebble at an apex, and you can place the inside front tire atop it. Select a path through a sweeper, and no further corrections are required. Over scabrous pavement, the 370Z tracks better than its predecessor, and it has a locomotive’s sense of straight-ahead. Brain-damaged text messagers will be in heaven—that’s how long you can take your hands off the wheel.
Body motions are virtually nonexistent, and the ride can be borderline harsh, but both traits remain appropriate to a dedicated sports car. In the hills, the 370Z is simply BMW-ish in the manner its engine and transmission talk to each other. Jump in or out of the throttle, and there’s no jolt, no windup, no neck snap. Revs build and dissipate rapidly but without notice. The car eagerly establishes a soothing driving rhythm, such that glancing at the speedometer always produces a shock. When did we get going this fast? That’s a sure-fire sign of sedulous engineering.
Up to about eight-tenths on the Blow-Your-Lunch meter, the Z is remarkably neutral. On low-friction surfaces, however, you can deactivate the stability control and induce shooting chest pains courtesy of big throttle-induced oversteer. What’s just as fun and less stressful is to apply 100 percent power out of every corner and let the stability control sort things out.
Speaking of miraculous driving aids, here’s one we weren’t expecting. If you order the Sport package, the manual trans is fitted with the aforementioned SynchroRev Match, which blips the throttle during downshifts. We did some patent searches and believe this electronic boon to be a first on a wholly manual transmission. Upon hearing about it, we warned Nissan that our old-fashioned heel-and-toeing was pure Nureyev—no electronic wet nurses for us. We were wrong. Our own dance steps matched revs accurately about 80 percent of the time. Nissan’s electronic shoes matched revs 100 percent of the time. And you can’t fool the thing. A downshift from fifth to second that requires 4500 immediate revs? No problem. That tricky 10-mph downshift from second to first on a cold morning? Piece of cake. Enter a turn so fast that your whole focus is on braking and steering? Let Nissan manage the blipping. If you still think you can do better, you can deactivate it. But those creamy downshifts add so greatly to the car’s prescient interaction with the driver that we bet you won’t.
Our complaints are few. Visibility astern is slim through that gun slit of a backlight—now sans wiper—and the rear-three-quarter windows don’t even qualify as portholes. The V-6’s exhaust note, at least inside the cockpit, isn’t much sexier than a Pathfinder’s. The gas gauge comprises 16 orange LEDs that are hard to read and look like a temporary fix conjured by the doofus who forgot to order the real gauge. Finally—and this is the big one—the sticky Bridgestones double as megaphones. Boom, slap, echo, hiss, the swishing of water, the pinging of pebbles. You name a road-borne sound, and the tires can magnify it. Perhaps it’s the fault of paper-thin wheel-well liners, because neither engine nor driveline NVH find their way so effortlessly to your tympanic membranes. At idle and at wide-open throttle, the 370Z is louder than its forebear. We’d trade a couple of points on the skidpad in return for less racket and a slightly cushier ride.
Do we love the 370Z? It might now be instructive for the reader to review the text and take a census of superlatives. This latest Z offers amenities sufficient to satisfy a commuter, without doing any obvious harm to the car’s original charm—its bare-bones purity.

Bentley Arnage (2010): the spy photos

2008-12-21T18:30:00.000-08:00

By Tim Pollard

In one year's time Bentley top brass will tug the covers off the replacement to the Arnage limo – but our spies have been beavering away and have caught sight of the new saloon on test in Britain. This grainy photograph was taken with the mother of all telephoto lenses near a test track, but it reveals the big new Bentley for the first time.

The new Arnage will be even bigger and posher than today's model, but will it also signal the end of the old Rolls-era character of its predecessor? This scoop photo suggests it will keep the ocean liner presence of today's car and sources in Crewe say there is plenty of old-school charm in the 2010 limo.

Crewe is desperate to put clear water between the Arnage and the smaller, VW-related Continental family, so the Arnage successor will be targeted very closely at Rolls-Royce's Phantom range.

So the next Arnage will be an uber-expensive saloon?

Spot on. Bentley will unveil the car at the 2009 Frankfurt motor show, and it's likely to cost upwards of £250,000-£300,000 when it hits dealerships in early 2010. Everyone at the VW Group is desperately hoping the looming global recession will have receded by then...

Will the new Arnage just be a big VW then?

Get real – VW has done a brilliant job of bringing Bentley into the 21st century with the Conti family. Now the challenge is to preserve the hand-crafted charm of its biggest model, yet subtly updated with the latest tech and eco brains.

The platform of the old Arnage is in fact due to be carried over, albeit in heavily modified form. The wheelbase is stretched by 150mm, extending the car to around 5500mm long. Extensive use of aluminium should stop the scales protesting too much, but it would have been lighter still if Wolfsburg had successfully pushed through its aluminium A8 engineering package. That plan was rejected at an early stage, as too unbecoming for a proper Bentley.

What's under that – huge! – bonnet?

Bentley is far from pensioning off the half-century-old 6.75-litre V8. The characterful lump is getting a shot in the arm with some fuel-saving tech and we hear it will mix 550bhp power (for the waft) with novel cylinder deactivation systems (for the prudence). ZF's six-speed auto is likely to continue in production, since the market's latest seven- and eight-speed boxes simply can't cope with the Bentley's colossal torque.

The new Bentley Arnage will continue to be built in Crewe and this engineering package will, in time, spawn next-gen successors to the Azure and Brooklands. We'll also see green 'eco' versions, which can run on biofuels and – eventually – hybrids too.

Talk me through the design of the new Bentley Arnage...

We're expecting a subtle upgrade to the regal Arnage look, with new LED lights, incredible attention to detail and – this spyshot of an early prototype reveals – generous proportions to swallow as much luggage as four or five aristocrats could reasonably want to carry.

Jaguar XJ (2010) spy photos

2008-12-18T18:27:00.000-08:00

By Ben Pulman

Mad Max has been spotted in the Midlands. Heavily disguised beneath thick black plastic cladding, this futuristic-looking prototype is actually Jaguar’s new XJ mule. Snapped prowling around outside Jaguar’s Whitley R&D base, these pictures show the first XJ mule to wear production-ready bodywork.

This new Jaguar XJ looks very low and swoopy…
Indeed it does, and much more stylish than the X351 codename might suggest. Ignore the disguise above the C-pillars and the very un-Jaguar extra-thick disguise all round, and you’ll be able to take in this prototype’s side view. It’s long and low – as the next XJ is based on the current car’s aluminium platform – with four-door coupe looks.

That ‘four-door coupe’ phrase might be loathsome to some, but when Mercedes designed the mould-breaking CLS it designated the car a Jaguar-beater. At the time Jaguar had no such car, but with a design that is promised to be as forward-thinking as the mule’s post-apocalyptic disguise, the next XJ is set to shed its staid styling.

At the front you’ll find XF-inspired headlights – though hopefully more rakish and C-XF alike – while the rear features hi-tech LED tail lamps including the diagonal indicators visible in our pictures.

And inside the new Jag XJ?
Expect more XF influence, with the rotary dial JaguarDrive replacing the trad J-gate gear selector. The new XJ should also feature the XF’s rotating air vents on start-up, plus the latest sat-nav and multimedia systems to keep tired execs entertained; and while wood trim will be on the options list, expect a plethora of metal trims to drag the XJ’s interior kicking and screaming into the 21st century.

What about the power?
The registration of the car in our pictures – VX58 GCZ – tells us this mule is running the new 4997cc engine. It’s Jaguar’s latest V8 with direct injection and available with or without a supercharger. In forced-induction guise you’ll get a meaty 500bhp, while the naturally aspirated motor will still kick out a satisfactory 400bhp. We’ll see this engine for the first time when it’s unveiled in the XF-R at the Detroit motor show in January 2009.

A new 3.0-litre turbodiesel will provide oil-burning power in the next XJ. Developed from the current PSA-Ford twin-turbo 2.7-litre V6 diesel, the new motor should lift power and torque from today’s 204bhp/320lb ft to nearly 250bhp and over 350lb ft.

Matched to the lightweight aluminium body, it should make the next-gen XJ one of the cleanest and most economical cars in its limo class. We’ll see the new car in 2009, probably at the Frankfurt motor show, before sales start in early 2010.

Ford to sell off Volvo: newsflash

2008-12-15T18:24:00.000-08:00

By Tim Pollard

Ford has just announced it is putting Volvo up for sale. The strategic review, announced today, is part of the Blue Oval’s rescue plan and, if it does sell its Swedish outpost, it could add hundreds of millions to Ford’s wonky balance sheet.

The news underlines the collapse of Ford’s global ambitions. Throughout the 1980s and 1990s, it carefully built up a portfolio of European premium brands including Volvo, Jaguar, Land Rover and Aston Martin as it assembled the Premier Automotive Group. A decade on, its plans to become a global premium leader lie in tatters.

Ford sold Aston Martin, Jaguar and Land Rover in the past year – and today’s announcement makes it increasingly likely that the Blue Oval will now wash its hands of Volvo, too.

Why Ford is selling Volvo
It doesn’t take an accountant to work out why Ford is likely to flog off Volvo. It needs the cash badly, as it prepares to persuade Congress tomorrow for its share of a $25 billion aid package, and Volvo hasn’t been profitable for years.

It bought Volvo for around $6.5 billion in 1999, but the Swedish premium marque’s results slipped into loss in recent years. Sales so far this year are down 14% to less than 300,000 in the first nine months, while pre-tax losses have crashed to $458 million in the third quarter.

What next?

It seems likely that any sell-off would take a long time. Remember how long it took to shift Jaguar-Land Rover, and even the relatively small business of Aston Martin? Expect a long tendering process and little interest as manufacturers struggle to hold up their businesses, let alone acquire a struggling small-time premium player.

Some observers believe that Volvo could form an alliance with Saab. GM is also considering abandoning its European partner, and the Swedish government is unlikely to let two of its biggest employers collapse. Both Volvo and Saab could be partly privatised, with the Swedish state buying a share, in the same way that Renault is part-owned by the state. And a wider collaboration between the two could be on the cards in the longer term…

The Ford boss speaks
‘Given the unprecedented external challenges facing Ford and the entire industry, it is prudent for Ford to evaluate options for Volvo as we implement our ONE Ford plan,’ said Ford president and CEO Alan Mulally today.

‘Volvo is a strong global brand with a proud heritage of safety and environmental responsibility and has launched an aggressive plan to right-size its operations and improve its financial results. As we conduct this review, we are committed to making the best decision for both Ford and Volvo going forward.’

2010 Mazda 3 Hatchback – Official Photos and Info - Car News

2008-12-12T19:23:00.000-08:00

BY DAVID GLUCKMAN

Just days after we were first introduced to the 2010 Mazda 3 sedan at the L.A. show, its five-door hatchback sibling has been unveiled electronically, in advance of its meatspace debut.

On December 3 (Coincidence? We think not), the more useful 3 will be shown at the Bologna motor show in Italy. The hatch shares the sedan’s somewhat-goofy-looking, smiley front end, as well as its new interior and, of course, chassis. Expect the same powertrain options as the current U.S.-market hatch, namely one: the 2.5-liter four. Europeans will be able to choose from among two turbo-diesels and 1.6- and 2.0-liter gas-fired fours, the latter also found in the U.S. sedan.

What’s more exciting for us, though, is the promise of a new Mazdaspeed 3, which will once again be offered in hatchback, front-drive form only. After catching a few glimpses of the speediest of the 3s on the Nürburgring, we’ve been anxiously awaiting further details on the replacement for one of our favorites. It is expected to use the same turbocharged 2.3-liter as now, generating at least the 263 hp of the current model. That car should be arriving for the Geneva show, which takes place in March of next year.

U.S. Forces - American muscle cars

2008-12-09T19:49:00.000-08:00

Michael Stahl

A relaxation of import regulations is fuelling a mini nostalgia boom in US muscle cars. Stahly fires up 400 cubes of Detroit iron for his own drive back down memory lane.

If you’re one of the many who regard the 1970s as the decade that taste forgot, you’re not going to like this decade any better. Australia’s automotive landscape is only going to get Drum-rollingly, Amco-Bogartishly, Glo-Weavingly worse.

We’re talking Burt Reynolds, David Soul and David Hasselhoff worse.

There’s already a not-so-quiet revolution occurring on Australia’s roads. It’s been gaining momentum like, well, a two-tonne vehicle with a big-block V8 and undersized drum brakes.

Relaxation of the registration laws for older vehicles [see breakout, right] has been a bonanza for cashed-up baby boomers with a hankerin’ for classic American muscle. And with these ‘classic collectables’ by-passing much of the traditional red-tape, the industry growing around them also fits the wild west theme.

Cars built 30 or more years ago may now be registered in left-hand drive, provided they otherwise meet the roadworthiness requirements in force when they were built. It’s opened a flood of smooth, sixties Mustangs, Mopars, Camaros and Corvettes to soothe our super-heated market of six-figure Aussie supercars. Some put the figure of US imports at 2000 cars every month.

While this isn’t only muscle cars – California-climate Euro sports cars are in high demand, too – it roughly levels the balance of trade of Pontiac G8s headed in the opposite direction.

The Motown imports aren’t all Coke-bottle curves and McQueen cool. The rolling 30-year line means that every year, a fresh Detroit horror is exhumed for the specific, obscure enjoyment of another television-educated, fifty-something Australian male.

The Blues Brothers’ 1974 Dodge Monaco Police Pack has been yours since ’04. Last year opened the T-top on the ’77 Smokey and the Bandit Pontiac TransAm, in all its eagle-bonneted obnoxiousness.

I wanted some ’70s wheels for a personal drive down memory lane. Throughout the late-1970s I raced motocross and dirt circuit. I was always pretty crap at it, but it’s paid long-term dividends: I used up a lifetime’s quota of crashes early, on a relatively soft surface.

Inner-city space constraints have steered my retro-perversions towards motorcycles (and one very small car), but I have no trouble identifying as a mid-forties big kid who’s unashamedly star-struck by his ’70s automotive idols.

One of my bikes, a 1972 Husqvarna 450 WR desert racer, draws a straight line to the blond-haired, buck-toothed 10-year-old kid sitting stunned in front of On Any Sunday at the Roselands Cinema.

Australia’s premier, annual event for vintage motocross is Classic Dirt. The fifth edition, held at Barleigh Ranch a couple of hours north of Sydney, promised whole harems of Husqvarnas, masses of Maicos, a bevy of Bultacos, an orgy of Ossas, slatherings of CZs.

I picked up one of the specialist car-classifieds and rang a few numbers. I phoned three before I located one that didn’t pull a verbal hand-brakey when I mentioned Wheels.

I had a perve around the website for Mick’s US Muscle Cars and Classics (www.usmusclecars.com.au) before calling. Mick’s surname sounded familiar; I remembered his father, Laurie, racing a Mustang in Appendix J, and Mick’s name popping up at Bathurst a couple of times.

Mick ventured, “Mate, come over and take my own car. She’s just a good, honest runner, nothing too flash. A ’76 Pontiac Firebird Esprit 400. I’ve got this because I’m a mad Rockford Files fan, and James Garner drove one.”

Turned out the Rockford-replica Firechicken was only the first part of my journey into television kitsch.

At Mick’s southern Sydney workshop, we were chatting about his racing exploits – father and son finishing 12th at Bathurst in 1993 – when it clicked. For six months during 1992, Mick Donaher and his family were the subjects of the proto-reality television series, Sylvania Waters.

Mick barely disguised a sigh. “Yeah, that often comes up,” he said. “Y’know, they showed six hours of film. And they had over 100 hours on tape. So they could have made us look like the Brady Bunch, they could have made us look like the Manson Family.”

Mick walked away from V8 Supercar racing after a major shunt on top of The Mountain in 2001. These days he races Laurie’s stunning ’69 Camaro and is fair-dinkum about building the US Muscle Cars business.

“I’m a mechanic by trade, and I know those cars,” he explained. “But it’s very hard when you’re an enthusiast as well as a businessman. It’s very difficult to buy with your head and not with your heart.”

All of the above actually makes Donaher over-qualified to be an importer of classic cars. Currently, importers do not need to be licensed automotive dealers, there’s no limit on the number of cars they can import, the vehicles don’t even need to be roadworthy, and there’s no warranty, expressed or implied.

“As it stands now, every man and his dog can bring a car in,” Donaher says. “It’s probably selfish of me, having been in the industry a few years, but it makes sense to me that you should have to be licensed to be an importer. If you had to pay a licence fee of $2000 a year or something, you’re gonna make sure that you’re au fait with the rules.”

In his workshop was an aggressively elegant trio comprising a 1970 Boss Mustang ($99K), a ’68 Dodge Charger R/T 440 ($79,500) and ’72 Plymouth Barracuda 340 ($59,500). There was also a very clean, restored example of the first Mustang (’65) for $27,500. Think what you like about Yank cars, all these are clearly classics.

“I get people coming to me all the time saying, ‘Now, can you recommend a good guy to convert it?’” Mick said. “I say, ‘Do yourself a favour, drive the car for a month. Drive it around, get used to it. ’Cause I’m telling you, this car will become more valuable in time as a LHD car than it will as a RHD.’

“I mean, something like that Boss Mustang – if you converted that car, you would dead-set want shootin’.”

I drove away in Mick’s car, the ultrasonic warbling of the Rockford Files theme inexplicably in my head. There was something instantly likeable about the punch-drunk Pontiac. The dark metallic green paint was in very good condition, meaning it showcased the shittiness of the acrylic enamel in use at the time. The panel gap around the fibreglass bonnet could swallow an adult’s index finger, and I noted GM’s accidental omission of any sideways-facing bonnet scoops.

The chrome-plated key had been worn back to bronze and needed jiggling just-so in the door. Inside was a Dali-esque vision of gently wavy, white plastic panelling, dotted with the exposed heads of screws. Black plastic plugs replaced the window cranks of poverty-pack sister models. And the dual-inertia-reel seatbelts were bizarre to use, the driver’s belt eventually settling precisely upon my left ear-lobe.

But other than sitting on the opposite side, none of this was so different from the pointy-spoked steering wheels, painted-plastic interiors, Fablon woodgrain and slippery vinyl seats of XC Falcons and HZ Holdens.

Some of it was more familiar than expected. I’d always thought (though I hadn’t thought about it often) that Radial Tuned Suspension was a legitimate Holden innovation. Turns out it was just another bullshit badge out of the GM parts bin.

If you did want to, you could probably convert the Firebird to right-hand drive using about one-sixth of a rooted Kingswood.

The Pontiac wasn’t the ideal weapon for the narrow lanes of Sydney’s inner-city. Over-the-shoulder glances at Give Ways, and suddenly billboard-width hatchbacks are a constant challenge from the left seat.

Out on the broader boulevards of the ’burbs, however, then fat-arming it (the a/c wasn’t working) up the Pacific Highway en route to middle-aged motocross Mecca, my seat position ceased to matter. The car’s steering was far less approximate than I’d expected and the disc/drum braking reliably straight, if not particularly strong. One brief, half-inch prod of throttle seemed enough to carry the 400-cubic-inch, 225bhp, tall-diffed behemoth for about 17 miles.

Fuel efficiency was, of course, on the scale of the Exxon Valdez, but on the highway the big Ponty made me feel far too omnipotent and unstressed to bother getting figures on it. Best I can offer is that every time I touched the interior door handle, it seemed to cost me $90.

But I’ve mentioned before that I have occasional use of a Ferrari 400 A. It’s only two years younger than the Firebird, and likewise has a three-speed auto (GM, no less). The Ferrari has leather,
12 cylinders, six Webers, four disc brakes, steel space-frame, double-wishbone suspension – as trick as it got in the late 1970s.

But the Firebird, at 1730kg, is actually 90kg lighter. And with the exception of handling extremes I wouldn’t care to approach in either, it’s no worse to drive. Operating costs would be similar, servicing costs no contest. And, hurting the most, the mass-produced Detroit dunger is today worth as much money as the contemporary flagship of the Ferrari range.

Turns out it’s the exact opposite with the dream dirt-bikes of my youth. In the early-1980s, fancy-pants brands like Maico and Husqvarna would sell you one of their 250cc ‘works replica’ models for around $3000; Yamaha YZs, Honda CRs, Kawasaki KXs and Suzuki RMs were around $2000.

Today, that might find you a chook-chasing basket-case; with a booming repro parts industry, good examples of Japanese and Europeans typically run from $4000-$6000.

Models sought for their rarity (like Yamaha’s 1976 four-stroke TT500) or for vintage racing competitiveness (the magnesium-engined 1974 Husqvarna 250 CR) are closer to $8K.

Remember the Honda XR-75? The four-stroke Honda minibike was every schoolboy’s dream from its launch in 1973, and out of the reach of most. Lined up in a marquee at Classic Dirt, one owner displayed his collection of restored K0 through K3 models … any one of which, today, would start at $5K.

When I first pulled the Pontiac up at the Barleigh Ranch gate, the unknown guy at the gate said, “You used to race, didn’t you? St George club, wasn’t it?”

Given that I’d never achieved anything of note, I was impressed. And I, too, started recognising riders’ names and jerseys.

Vintage motocross racing is as fast or as flabby as you want it. Vintage dirt lets guys like hardcore Husky fan Glenn Wollenweber and CZ nutcase Robin Hall bring their whole collections of bikes and, er, cycle through them all weekend.

Pointing the Pontiac home, I could fully understand how some blokes get their yucks cruising in a Yank tank. Seems a waste of crudeness to me, when one’s ride back in time can be even dirtier, muddier, bumpier, ruttier, noisier and smokier.

2010 Ford Mustang - Car News

2008-12-06T19:40:00.000-08:00

BY CSABA CSERE, PHOTOGRAPHY BY FOREST CASEY AND THE MANUFACTURER

With Dodge having introduced its new Challenger last spring and Chevy’s new Camaro about to go on sale, Ford could hardly stand pat with its current Mustang, which is now four years old. That’s why Henry’s company introduced this new 2010 version of its venerable pony car at the Los Angeles auto show.

The keen observer will notice a close resemblance to the current model in size, profile, and overall shape. In fact, the 2010 Mustang is not an all-new model, but rather a heavily revised version of the current car, with changes concentrated in the areas that called for the most improvement.

The new version uses the roof and A-pillars from the old one. But the front and rear of the pony car are now slightly tapered, and the fender flares have been toned down. Three-segment taillights with sequential turn-signal operation look trick and recall Thunderbirds and Mercury Cougars of the Sixties. A more muscular appearance comes from a power dome on the hood, small haunches over the rear wheels, and more aggressive front and rear fascias. At the same time, the new model, though dimensionally unchanged, appears to be smaller than the current car—which is not a bad thing in today’s pricey fuel climate.

The interior is where Ford invested its greatest effort. A new dashboard made from one giant soft-plastic molding looks and feels much richer than the several hard pieces it replaces. The metallic trim is real aluminum and different in texture on the V-6 and V-8 models. In fact, the shift knob and everything else that looks like aluminum is indeed the genuine metal. A reconfigured console should be softer on your knees when bracing them during hard driving, the optional leather seats show off beautiful stitching, and a navigation system with an eight-inch screen, reverse camera, and Sync 2.0 is optional.

Mechanically, there are no major changes (at least not yet; more powerful engines are supposedly on their way for 2011), but the new GT is an evolution of the current generation’s Bullitt model, which it allegedly outperforms. Small changes to the GT’s powertrain include a cold air intake, a 250-rpm bump to the V-8’s redline, and 3.5-inch exhaust tips out back. The Bullitt connection means 315 horsepower from the 4.6-liter three-valve V-8, and reworked suspension calibrations optimized for standard 18-inch and optional 19-inch tires. A new stability control system has also been implemented; it includes an intermediate “Track” setting in addition to full on and off operation. Spread across two optional performance packages are high-grip summer tires, track-ready brake pads, GT500 anti-roll bars and rear lower control arms, and a shorter 3.73:1 axle ratio.

The V-6 model also gets an uprated suspension with tires that are an inch larger, though the V-6 output remains a flaccid 210 hp. The new bodywork reduced the drag coefficient on both versions by four to seven percent. Ford claims that improvements in window and door seals have reduced wind noise as well.

2010 Audi A7 - Spied

2008-12-03T19:38:00.000-08:00

BY TONY QUIROGA, PHOTOGRAPHY BY LEHMANN PHOTO-SYNDICATE FOR BRENDA PRIDDY & COMPANY AND THE MANUFACTURERS

Spy shots of the A7, Audi’s upcoming low-roofline sedan, continue to surface. The A7 is likely to be based on the next-generation A6 architecture, which itself will be a lengthened and modified version of the current A4/A5 platform. Judging from the name, the four-seat A7 should slot into the Audi lineup above the A6 and below the A8 and will likely occupy the $50,000-to-$70,000 price range. The grainy new snaps seen here clearly show the A7’s bulbous rear end, which hides a hatchback configuration, a body style that resembles the recently revealed—and not beautiful—Porsche Panamera.

In the U.S. we’re expecting that base A7s will be powered by the A6’s recently introduced 300-hp, 3.0-liter supercharged V-6; V-8 engines are almost a certainty but we don’t yet know if the V-8 will be the A6’s direct-injection 350-hp, 4.2-liter V-8 or the R8’s 420-hp, 4.2-liter V-8. Transmission choices will be a six-speed automatic, a seven-speed dual-clutch automated manual, and an eight-speed automatic that will likely be reserved for the V-8 model.

After the launch of the regular-grade models, the sportier and more powerful S7 will debut, powered by the S6’s 5.2-liter V-10 with upwards of 435 hp under the hood. An ultra-powerful RS7 is a possibility, although it, like the current RS6 sedan and wagon, may be deemed too expensive and too niche-y for the North American market.

Audi usually shows a thinly disguised concept version before showing the final production car, and we expect such a concept of the A7 to debut in early 2009 at the Detroit auto show, with the production version appearing perhaps as early as the Geneva auto show in the spring.

Zed with a zee

2008-11-30T19:32:00.000-08:00

Words and photos: John Lamm
As Wheels US correspondent discovers, the 370 'Zee' is more than just a reworked 350Z. It's smaller, lighter, packs more punch and brings downshift rev-matching that's sure to satisfy.

You’d be forgiven if at first glance you thought Nissan’s 370Z is just a warmed over 350Z. New nose, cool new headlights and taillights and a nice upsweep in the quarter window and that’s it, right?

In fact, the Z has gone through its first complete redesign since the 350 was launched for 2003. Step back from the new car and you can see the differences. There’s an added swoopiness to the shape, probably induced by the quarter window and those lights. Oh, and that nose reminds me of a shark.

There’s also a size change, the 370Z being smaller, 4244mm overall versus 4313mm. Same with the wheelbase, the result of sliding the rear wheels forward on the revised FM platform, the measurement going from 2649mm to 2550mm. The 370Z is also 33mm wider and 8mm lower

And 102kg lighter, thanks to, among other things, a lighter fuel tank, aluminium doors and an all-aluminium bonnet. Nonetheless, body rigidity us up, 30 percent front, 22 percent rear.

While power is still the VQ-series V6, it’s out to 3.7 litres to go with the ‘370’ before the Z. Horsepower climbs from 228kW to 246 while the torque bump is only 5.4Nm.

What is quite new, however, are the transmissions. Most impressive is the 7-speed adaptive automatic, which has Downshift Rev Matching so we can all sound like Mark Webber when shifting through the paddles despite our lack of talent. Better yet, the 6-speed close-ratio manual also has (optional) rev matching. Great for anyone who never quite got heel-and-toeing down pat.

The front suspension is now a lightweight upper and lower A-arm layout and we’re told the rear 4-link design is both lighter and stiffer. Steering is via a speed-sensitive rack and pinion and the brakes are 4-wheel vented discs. Standard tires and wheels measure 18 inches with 19s on the option list.

All this is enjoyed from a cockpit that’s reminiscent of the 350Z’s. Very readable three-instrument pod straight ahead, reworked and looking more modern. Ditto with the steering wheel. In that continuing holdover from early Zs, there are three gauges atop the dash. The driver gets a specific seat meant to encourage go-fast driving. Out back is adequate storage.

Best feature, perhaps, is the price – at least, here in the US – which Nissan will keep in the same ballpark as the 350Z, which started at US$30,000. And if you like ragtops, a 370Z roadster is promised for the 2010 model year.

Mazda 3 five-door: the first photos

2008-11-27T19:17:00.000-08:00

By Tim Pollard

Mazda has issued five photographs of its new 3 hatchback ahead of its debut at next week's Bologna motor show. The five-door, announced today, follows hot on the heels of the Mazda 3 four-door saloon unveiled at last week's 2008 Los Angeles Auto Show.

Few firm details have been released today, but Mazda claims the engines will be more efficient, the kerbweight lighter and 'the world's first catalyst to be constructed using single nanotechnology.' Apparently this cat uses significantly fewer rare materials such as platinum and palladium than regular filters.

The new 3 will have a new range-topping 2.2-litre turbodiesel, developing 183bhp or 148bhp. Both are EU5 compliant and are cleaner and more powerful than the current 2.0 TD.

UK sales will start in spring 2009, with this five-door hatchback and the four-door saloon both UK bound.

2008 Suzuki SX4 Sport Road Test Review

2008-11-25T19:44:00.000-08:00

The folks at Suzuki may just be up to something that will make competitors � and buyers � sit up and take notice.

That something is the Suzuki SX4 Sport and the competitors are the usual suspects � Toyota, Honda and Nissan. The reason the Sport may attract some special attention is that it has a few important ingredients that are not apparent on the surface.

First, the four-door sedan is fun. Its slightly awkward body style literally shouts practicality, but the peppy engine, smooth five-speed manual shifter and grippy suspension combine to give the front wheel-drive compact a sporty demeanor.

Second, the SX4 is available with a surprising amount of features, many of which aren�t available on similar sedans costing thousands of dollars more. Third, and most important, is the price. The Sport tab for manual-transmission sedans ranges from $14,770 to $16,270. For comparison purposes, it�s sort of like buying a Honda Civic at the price of a Honda Fit.

Those who would rather opt for the decidedly less sporty four-speed automatic transmission will have to add $1,100 to the price.

The sedan is Suzuki�s second SX4. A hatchback version with standard all-wheel drive - now officially known as the SX4 Crossover - was introduced in 2007.

The two vehicles share most mechanical components, but the sedan emphasizes its sportier demeanor with standard 17-inch wheels, performance-tuned shock absorbers, front and rear stabilizer bars, quicker power steering, and an aero body kit.

Power is supplied by an all-aluminum, two-liter engine that produces 143 horsepower and 136 pound-feet of torque. That sounds like a lot for a compact car, but acceleration is leisurely. The 2,760-pound sedan needs a little more than nine seconds to move from a stop to 60 mph.

On the other hand, the short-throw manual shifter makes it easy to keep the engine in the fat part of the power band and the SX4 will cruise effortlessly at extra-legal highway speeds while returning nearly 30 miles per gallon of regular fuel. For the record, the EPA lists fuel consumption at 22 mpg city/30 highway.

Inside, the tall sedan has room for four adults of almost any height, or two in front and three kids in the back. The gray and black upholstery, aluminum accents and plastics give the cabin a conservative, refined ambience.

The rear seatback does not fold forward to increase cargo space, but the trunk can hold a generous 15 cubic feet of luggage.

A comprehensive list of safety equipment includes four-wheel antilock disc brakes, front and side airbags for front-seat passengers, tire-pressure monitors, side curtain airbags, side-impact beams and front and rear crumple zones

The manual-transmission car I drove came with the mid-level Convenience package and carried a sticker price of $15,270, a mere $500 more than the base price.

Included among the comfort and convenience features were automatic climate control; XM-ready, four-speaker am/fm/6-cd sound system with MP3 capability; cruise control; power windows and door locks; power, heated outside mirrors; and steering-wheel audio controls.

Those willing to spend another $1,000 for the Touring Package will also get traction control, stability control, electronic brake-force distribution, keyless starting and a nine-speaker sound system.

Suzuki, known primarily as a motorcycle manufacturer in the United States, has slowly been establishing a presence as an automobile company.

The value-packed SX4 Sport just might help to accelerate that pace.

Standard Equipment
(partial list)

143 hp 2.0 liter 4 cylinder engine

5-speed manual transmission

Front-wheel drive

17 inch alloy wheels

4 wheel disc brakes with ABS

Dual front side mounted air bags

Front & rear head curtain air bags

Tire pressure monitoring

5 person seating capacity

Cloth upholstery

Remote power door locks

Power windows

Power mirrors

Tilt steering column

Air conditioning

AM/FM in-dash single CD player, CD-controller with CD MP3 Playback and 4 speakers

The Sport with convenience package adds...
(partial list)

Cruise control

Cruise and audio controls on steering wheel

Leather-wrapped steering wheel

The Sport with Touring package adds...
(partial list)

Traction control

Stability control

Front fog/driving lights

Heated mirrors

Automatic climate control

AM/FM in-dash 6 CD player with CD MP3 Playback stereo and 9 speakers

Major Available Options

Automatic transmission

For more information on the Suzuki SX4 Sport, visit suzuki.com

2009 Mitsubishi Galant Ralliart Road Test Review

2008-11-25T19:21:00.000-08:00

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.
Standard Equipment
(partial list)

258 horsepower 3.8 liter MIVEC V-6 engine

5 speed Sportronic automatic transmission

Front-wheel drive

18-inch alloy wheels

P235/45R18 all-season tires

Anti-lock brakes (ABS) with electronic brake-force distribution (EBD)

Dual-stage front airbags

Front seat-mounted side-impact airbags

Front and rear curtain airbags

Auto delay off headlamps

Tire pressure monitoring system (TPMS)

Perforated leather-trimmed seating surfaces

8-way power driver's seat

Remote power door locks

Power windows

Heated side view mirrors

Auto-dimming rear view mirror

Cruise control

Speed-proportional power steering

Tilt-adjustable steering wheel

Climate control

Leather-wrapped steering wheel

Steering wheel audio controls

360-watt Rockford Acoustic Design premium audio system (AM/FM/Satellite in-dash 6 CD MP3 player) with 8 speakers

Sirius Satellite Radio

Major Available Options
(Partial List, depends on model, some options are only available as part of a package, see your Mitsubishi dealer for details)

VW Scirocco R20T: the inside story

2008-11-25T19:14:00.000-08:00

By Tim Pollard

Volkswagen is readying a high-performance version of its Scirocco coupe. It's expected to wear the R20T badge, denoting it uses a 2.0-litre turbo mustering around 265bhp. It's the same firecracker four that sees service in the Audi S3, making this the most powerful Scirocco ever.

The new R20T will go on sale in early 2010, crowning the Scirocco range. Currently, UK customers can only buy the Scirocco in lighter pressure 2.0-litre turbo form with the Golf GTI engine. But the range will expand in January 2009 with the arrival of a 160bhp 1.4 Twincharger unit and a 140bhp 2.0-litre common-rail diesel. A more powerful, 170bhp derv arrives later next spring.

Tell me more about the new Scirocco R20T!

Fitting the S3's turbo to the Scirocco will turn the affordable coupe into a real firebrand – with the 0-62mph sprint likely to fall below six seconds and a 155mph limited top speed. Perfect for those who find the current 2.0 just a little too Golf GTI.

Volkswagen sources familiar with the project claim the R20T has 80% of the visual aggression of the Scirocco GT24 racer pictured. Remove the race-track wing, splitters and other Nurburgring paraphernalia and you get the idea.

The Scirocco R20T is likely to wear a price tag of £25,000, reflecting its performance ability. The UK won't, however, take the cheapest Scirocco derivative, the 140bhp 1.4 petrol TSI.

Why no R32 Scirocco?

It's the environment, stupid. Six-cylinder power isn't on the agenda for the Scirocco and it's relying on smaller, four-pot power that's better for emissions and economy. The old VR6-related unit is being quietly pensioned off...

Why Ferraris have lost their beauty

2008-11-19T19:44:00.000-08:00

by Gavin Green

The new Ferrari California is magnificent. Honestly, Ferraris just get better and better. The two newest – the 599 and now the California – are fast, refined, inspiring, agile, well-made and when you’ve finished your journey you’ll just get out of the car and say ‘wow’. Yet they’re also easy to drive, apart from the small matter of having to concentrate hard when pulling in the horizon at three miles a minute.

But as the capability has blossomed, the beauty has been besmirched. Ferraris aren’t gorgeous any more. The California has a fat arse. The 612 is fussy and ill-proportioned. The Enzo is more bug than bird. Even the F430 lacks the visual grace and profile poetry of the old F355, the last lovely Ferrari.

Perhaps design house Pininfarina has gone astray? (Unlikely: look at new Alfas and Maseratis.). Or has Ferrari lost that innate Italian coolness, as its role models have shifted from Lorenzo Bandini and Ludovico Scarfiotti to Michael Schumacher and Kimi Räikkönen? Some vulgar owners, dripping gold, bellies as taut as a blancmange, clearly do not help.

I put all this – apart from the Schumacher/Räikkönen uncool bit – to Ferrari president Luca di Montezemolo (a man who oozes style) when I had dinner with him a few days ago. He said the styling was dictated by aerodynamics and the need to keep a Ferrari glued to the road at 180-plus. That’s why the Enzo is all wedge and scoops and slats and chunky lines. That big fat rump of the California – more bustle bum than bikini bottom – helps aero performance, or so Luca says. I can testify it is brilliantly stable at big speed.

Ferrari road cars are becoming more like its F1 cars, designed by scientists not artists, styled in the wind tunnel not in the studio. Engineers of course celebrate such thinking; aesthetes mourn it.

Give me both. The F-15 Eagle and F/A-18 Hornet fighter jets prove beauty and high-speed functionality are possible; so did Concorde and, before that, the Spitfire. Maserati and Aston Martin combine speed and sensuality (though neither is as meticulously engineered as a Ferrari); so does the new Alfa 8C. Old Ferraris were both great racers and great beauties.

I want to say ‘wow’ when I drive a Ferrari. And be grasping for superlatives, not the designer’s neck, when I first see one.

2008 Mercedes-Benz GL320 CDI 4MATIC - Long-Term Road Test

2008-11-17T19:41:00.000-08:00

BY CSABA CSERE, PHOTOGRAPHY BY AARON KILEY

We’ve long admired the great fuel efficiency delivered by modern turbo-diesel engines built in Europe. They seem like the ideal powerplants for large and heavy vehicles such as the SUVs that Americans crave when fuel prices are reasonable. A favorite of ours in this category is the Mercedes GL, so when a diesel V-6 was added to the lineup with the 2008 models, we decided to see how it would work in the U.S.

The GL320 CDI, as the diesel is designated, was the least expensive model in the GL line, with a base price of $53,775 when it was delivered in August 2007. At that price it comes equipped nicely, but we also specified several options to make it even more comfortable. The Premium 1 package ($6400) added a rearview-backup camera, parking sensors, a glass sunroof, a navigation system, satellite radio coupled to a better sound system, and a power passenger seat, steering column, and liftgate.

We also selected the rear-seat entertainment package ($2670) with dual second-row screens to pacify children on long trips and the Keyless Go package ($1110) to relieve us of the burden of having to fish for the car’s key fob in order to open the GL’s doors and start its engine. The Heating package ($895) let us warm the steering wheel and the rear seats (front-seat heaters are standard). “Barolo” paint added $710. We also ordered the $510 Towing package, along with a $510 voice control to make it easier to program the nav system, and finally, a $375 iPod-integration package. It came to $66,955—far from cheap but within the range of competitive large luxo SUVs.

Curious about this car’s key feature, the crew here quickly found the diesel engine to be very satisfying. Overall, we averaged 22 mpg with the GL, which is terrific for a vehicle that’s about the same size and heft as a Cadillac Escalade. It didn’t much matter whether we drove the GL320 in town or on the highway, the mileage stayed consistently in the low 20s, rising to the mid-20s if we kept our highway speed below 75 mph.

When the GL first arrived, we were concerned that finding the requisite ultra-low-sulfur diesel fuel might be a problem, but it turned out to be everywhere. It was even in supply at one particular gas station in Lancaster, Pennsylvania, where the diesel pumps did not carry the ULS label and the humanoids at the gas stations had never heard of the stuff.

The characteristic diesel rattle and smoky exhaust are minimal in the GL. At startup in the morning—which never required a long glow-plug wait—we noticed that the oil-burning V-6 is a little louder than a gasoline engine, especially if you’re in an enclosed garage. But once under way, the rattle quickly fades. Similarly, we only saw a touch of smoke during cold starts.

2008 Suzuki SX4 Sport Road Test Review

2008-11-15T19:38:00.000-08:00

SEAT Exeo (2009) CAR review

2008-11-13T13:26:00.000-08:00

By Julian Kirk

Has the Hadron Large Collider finally done its thing? Have I entered a time warp and gone back in time seven years? The reason I ask is that I’m driving what purports to be a new car but is, in fact, a model which was first launched way back in 2001.

Sorry, you’ve lost me. Care to explain?
Certainly. CAR is among a select band of magazines which has been invited to Barcelona to drive the new SEAT Exeo - an upper-medium saloon and estate range which is due to go on sale in the UK next April.

All well and good, but the Exeo is in essence a rebadged old shape Audi A4, save for new front and rear end styling. And the sense of déjà vu doesn’t end there – inside it uses the same dashboard, instruments, column stalks and other furniture from the A4 Cabriolet.

Why have they done that then?
SEAT has committed to growing its sales volumes across Europe, and needs a model in the upper-medium segment. It may be a market in decline, but it is still the third largest market sector and accounts for 17% of sales.

As it needed a challenger toute suite, it simply borrowed the old A4 production line, shipped it from Ingolstadt to Martorell, and began production. Of course, having ex-Audi top man Eric Schmidtt as the new SEAT president helps. And as SEAT wants a quality offering, going to the acknowledged leaders in terms of build quality makes this decision something of a no-brainer.

It all sounds a bit cynical if you ask me
Well, yes and no. Parts sharing and badge engineering is a fact of life at the Volkswagen Group, and SEAT itself first started out 55 years years ago rebadging Fiats, so this move is no great departure.

The Exeo’s A4 parentage is evident everywhere, although SEAT has changed 30% of the parts to make it more on-brand. As well as revised suspension and steering plus the adoption of technology features such as Bluetooth and MP3 compatibility, SEAT has also further raided the Volkswagen Group cupboard for the engines.

So what’s it like to drive?
Well, if I told you it was very similar to the old A4, you’re not going to fall off your chair in surprise.
The familiar solid ride quality is there, trying to find a trade off between comfort and secure handling. Like the Audi, the Exeo veers towards stiffness (and veers towards uncomfortable in Sport specification with 18-inch wheels and revised suspension), but the new Servotronic power steering is a welcome addition, adding plenty of weight into the rack to give more precision.
When it goes on sale in the UK, there will be three engine options – 2.0-litre TDI diesels with 143 and 170bhp (both the new common rail units) and a 200bhp 2.0-litre TSI petrol unit borrowed from the Golf GTI.
Only the 170bhp diesel was available to drive, accessing power from right down at the bottom of the rev range and surging you forward with ease. It’s a little bit gruff at start-up, but on the move settles down into a muted accompaniment.
So what’s it going to cost?
Expect prices of between £17,000 and £20,000 come next April, and S, SE and Sport trim levels. Standard equipment levels will be high across the range and SEAT is hoping that strong residual value predictions will make the Exeo a tempting proposition to company car drivers. It only expects to sell around 2,000 units in 2009, and the majority (up to 75%) will go to fleets.

Chevrolet Camaro Concepts - Auto Shows

2008-11-10T19:34:00.000-08:00

BY JON YANCA AND JAKE HOLMES, PHOTOGRAPHY BY ERIK JOHNSON, JARED GALL AND THE MANUFACTURER

Although the wait for the reborn Chevrolet Camaro has been a long one, GM isn’t wasting any time showing off the car’s accessory catalog. At this year’s SEMA show in Las Vegas, Chevy will unveil four Camaro concepts, each sporting a variety of parts that can be added in the comfort of your own garage.

Please fasten your safety belt and secure all loose belongings. Paying homage to the once-famed COPO (Central Office Production Order) cars of 1969, the LS7 powerplant is exactly what we hoped to find under the hood of a new Camaro. Most popular in 1969, dealers like Don Yenko and Nickey Chevrolet would special-order Camaros from COPO with the intention of making them into tire-smoking, drag-racing street terrors. The weapon of choice back then was a 427-cubic-inch big-block engine. Today’s COPO-esque powerplant is a GM Performance Parts crate engine, the 7.0-liter small-block found only in the Corvette Z06. An upgraded camshaft helps pump out 550 horsepower, 45 more than a stock Z06.

Also assisting in the power department are exhaust headers and an air intake system that will be offered on the Camaro at its launch. And what’s an upgraded engine if you don’t add a performance exhaust? Nothing, so a GM Performance system was also thrown into the mix.

Further drivetrain enhancements to the LS7 concept include a Hurst shifter, which should let the driver bang off quicker shifts with the production-spec Tremec six-speed transmission. For those looking to throw down all of the engines 500 lb-ft of torque at once, your underbody is protected by a driveshaft safety loop just in case one force of nature is stronger than the other.

Appearance wise, a lowered ride height gives the custom 20-inch wheels an even larger look, with a hefty Brembo brake package slowing all that extra un-sprung weight. Sprayed in Victory Red paint, a matte-black hood and taillight panel—on a ’69 Camaro the blacked-out taillight panel signified a big-block car—warn of the ferocious engine harnessed up front. LS7 logos pepper the fenders and rear of the car, though if it were a true COPO car like the historic ZL-1 aluminum-block 427, no engine designation would be present.

With the NASCAR fan base bigger than ever, GM just can’t resist cashing in on some of the sport’s biggest names. Chevy is determined to keep the theme alive after a string of Monte Carlos named for Jeff Gordon, Dale Earnhardt, and Dale Earnhardt Jr.

This NASCAR-themed custom finally uses a car with the power sent to the correct wheels, via the 6.2-liter V-8 out of the production Camaro SS. Oddly, GM saw fit to retune the engine for eco-friendly E85 fuel, which garners a handful of extra ponies but likely at the expense of fuel economy—still, who buys a Camaro to be green? Performance is also upgraded with the same headers, Hurst shifter, and Brembo brake package as the LS7 concept.

Once-in-a-lifetime F1's auction record

2008-11-09T13:23:00.000-08:00

Chris Gable
A pristine example of one of the world's most desirable supercars has netted a record $6.1 million at auction.

It controversially didn’t get a vote in our recent Gods and Dogs poll of most beautiful and ugliest cars of all time. But that hasn’t stopped someone from brushing aside international financial stress and stumping up a record $6.1 million for one at auction.

Perhaps not surprisingly, the last road-going McLaren F1 headlined yesterday’s RM Auction’s Automobiles of London sale in, well, London.

The car, chassis number 65, fetched a world record £2.3m (A$6.157m, to be precise) at the Battersea Park auction. Not bad for a car which cost about £540,000 (A$1.3 million) new.

The buyer’s identity has been kept under wraps but, word is, he’s an American collector, based in Houston, Texas. (And we doubt that it was George Dubya socking away a retirement gift to himself...)

Built in 1997, the one-owner car was the last road-going F1 to leave the factory and had only 484km on the clock. RM Auctions says the car was garaged in Asia, and 12 months before yesterday’s auction the owner had flown in a McLaren mechanic to service it. Prior to the auction, the car was sent for a full service to the McLaren factory in Surrey, from which it emerged with a clean bill of health.

Described by the auctioneers as being “flawless in every respect” and a once-in-a-lifetime opportunity, the car was the trademark Magnesium Silver with black leather interior.

“It is essentially a new vehicle and remains virtually unused and untouched,” the extensive entry for the car in the RM Auctions catalogue read. “The buyer will of course receive the original Facom titanium tool kit and bespoke leather luggage. In addition, the carbon-fibre transmission tunnel adjacent to the driver’s seat has been signed by Gordon Murray himself.”

The pre-auction estimate for the car? Try £1,100,000-£1,400,000 (that’s A$2.67 – A$3.4 million). We're betting that even the auctioneers were gobsmacked when the hammer finally fell...

2009 Toyota Corolla Road Test Review

2008-11-07T13:15:00.000-08:00

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.

Million dollar Marcos

2008-11-04T13:20:00.001-08:00

Marcos Ambrose may be off to race a Toyota in the Sprint Cup premier class of NASCAR next season but he still wants to end 2008 – and his Ford connection – with a finish among the top 10 Nationwide Series pointscorers.

At the weekend, the Tasmanian scored his fifth top 10 finish of the 2008 NASCAR Nationwide Series with a solid run to ninth place in the O’Reilly Challenge at Texas Motor Speedway in Fort Worth.

Ambrose qualified his #59 Kingsford Tailgate Ford Fusion in 25th, but was a man on a mission during the race in the 200-lap race of the 1.5-mile oval.

He charged into the top 15 and steadily made ground towards a top 10 position in the middle stages of the race, displaying some of the best speed the #59 Kingsford Ford Fusion has shown all season.

With 23 laps remaining and with Ambrose in 10th place, a clash between Denny Hamlin and Juan Pablo Montoya brought out a caution period as the former Formula One star looped on to the infield.

Ambrose’s JTG Daugherty Racing crew executed a slick pitstop during the caution, getting their man back out on track in ninth position for the final run to the flag.

The Australian maintained his hard-won position to bag a valuable haul of points and leaving him well placed to finish in the top 10 in Nationwide Series points for the second-consecutive season.

“It was a good day for us,” said Ambrose, whose prizemoney earnings this year in Nationwide have raced past US$1 million (A$1.5 million).

“We fought all day. We had a fast car in practice. I did a bad job in qualifying, so we had to come back through the field.

“We did well but we just ran out of laps. The car was at its best the last 30 or 40 laps of the race. The track was coming to us and the car was coming to us.”

Only two races remain in the 2008 NASCAR Nationwide Series, and Ambrose sits just eighth points behind ninth-placed Jason Leffler and 116 points ahead of 11th placed David Stremme.

Kyle Busch won the O’Reilly Challenge ahead of Carl Edwards and Mark Martin, while sixth placed Clint Bowyer continues to lead the Nationwide Series drivers’ standings.

RESULTS: O’Reilly Challenge at Texas Motor Speedway Race 33 in the 2008 NASCAR Nationwide Series

1. #18 Kyle Busch 200 laps
2. #60 Carl Edwards
3. #5 Mark Martin
4. #20 Joey Logano
5. #6 David Ragan
6. #2 Clint Bowyer
7. #88 Brad Keselowski
8. #99 David Reutimann
9. #59 Marcos Ambrose
10. #64 David Stremme

2008 NASCAR Nationwide Series Standings After Race 33 of 35

1. Clint Bowyer 4817
2. Carl Edwards 4726
3. Brad Keselowski 4524
4. David Ragan 4310
5. Mike Bliss 4250
6. David Reutimann 4194
7. Kyle Busch 4126
8. Mike Wallace 3881
9. Jason Leffler 3838
10. Marcos Ambrose 3830

2009 Nissan Murano Road Test Review

2008-11-04T13:13:00.001-08:00

SUVs usually look boxy. Aggressive, but boxy. Even crossover SUVs, even the relatively sleek ones, look mostly like boxes. The notable exception is the racy class of one-of-a-kind concept crossovers, which we can never own, just look at, wish for, and drool over at car shows.

Wish no more! When you lay eyes on the second-generation Murano, you'll want one. When we reviewed the first-generation Murano five years ago, we thought it looked cool. We thought it belonged in the shuttle bay of the Starship Enterprise. Crossover SUVs were still a fairly new idea back then, and when Nissan entered the field with the "sculpture in motion" theme of the Murano, theirs was an easily eye-catching design.

Now that the crossover is more common, being unique becomes more of a challenge, but one well answered by Nissan. The new Murano stands out. Its crisp lines and styling could be happy in an art gallery.

Step inside, and you're surrounded by amenities to improve driver and passenger comfort including lots of room for tall people front and rear, as well as ample room for cargo. Step on the gas, and the Murano sticks to the road with responsive handling and a comfortable ride. In keeping with the Murano spirit, this is a well-styled, competent crossover SUV.

The Murano comes in three trim levels, the base S, the SL, and the premium LE. Those of you familiar with previous models will be pleased to hear that the S and SL cost $1,500 less than before, making them more accessible to buyers. The more luxurious LE model has replaced the sportier SE. Many of the luxury options are not available in the base model, which is what makes it so affordable.

Mechanically, the S model is identical to the higher trim levels. This means that you get the same engine, transmission and running gear. Their main differences are amenities. Each model gets the extremely competent Nissan 3.5 liter engine, which has been upgraded to produce an increased 265 horsepower. The Continuously Variable Transmission (CVT) has also been refined, and now downshifts faster and provides more consistent acceleration. The previous CVT had received criticism for its lag and "rubber-band" feel.

The All Wheel Drive (AWD) system, optional in the S and SL models and standard in the LE, has also been revised, distributing equal torque to all wheels during acceleration. During cruising it routes most power to the front wheels for increased fuel economy. The AWD connects to the Vehicle Dynamic Control (VDC) system, integrating yaw sensors, wheel slip sensors, and steering angle sensors to redistribute torque between the front and back as needed to maintain vehicle stability, a boon during bad weather.

All this combines to give a smooth, strong powertrain. The new engine and CVT are also more efficient, and together with the torque management of the joined AWD and VDC, the result is improved mileage.

The Murano's acceleration is more than adequate. Nissan is not marketing this vehicle as a sports car, nor a sporty SUV. Their target demographic is the empty-nester and the baby-boomer, who we think will be satisfied.

The SL that we drove had a firm but comfortable ride, and stuck to twisting country highways with competence. The steering was responsive and gave a good feel for the road; in fact, the new hydraulic power steering was speed sensitive, stiffening at higher speed.

Road noise was quite low, wind noise was moderately low, and quiet conversation can be had at highway speed. In short, this is a great car for long distance travel.

Nissan did not skimp on comfort and convenience features in the SL and LE, with an 8-way power driver seat, 4-way power passenger seat (standard in the LE, optional in the SL), and standard reclinable foldaway rear seats. Heating for the front seats as well as the outboard rear seats are standard in the the LE. The SL makes front seat heating available as an option. Rear seat air conditioning is provided by pillar vents. A dual panel moonroof is available, one panel over the front seats and one over the rear seats, with one-touch open and close for the front. The sliding shade opens automatically.

As in previous models, the new Murano seats only five, but does so comfortably and leaves plenty of cargo space. The foldaway rear seats split 60/40, and power assisted rear seat return is standard in the SL and LE. Powered lift gate assist is standard in the LE and optional in the SL. Both the trunk and the foldaway seats have controls at multiple points in the car for easy access. A cargo organizer in the trunk pops open at the touch of a button to hold the equivalent of four bags of groceries securely, and it folds away neatly to consume almost no space. Did we mention that the rear seats recline? This is a nice touch.

Entertainment is a major focus in this car, with 11-speaker Bose sound, AM/FM/XM/CD/iPod/MP3/Aux-in audio jack or AV inputs standard in the LE, optional in the SL. If you wish, a 9.3 GB hard drive juke box can be added to the stereo to store the contents of several CDs. Also optional is a rear DVD entertainment system with a 9-inch display and wireless headphones. Note that the overhead-mounted DVD entertainment system is not available if you order the moonroof.

An optional navigation system utilizes XM's subscription-based NavTraffic to provide alternate routes around accidents and traffic congestion to drastically reduce the length of a drive.

The steering tilts and telescopes with optional power assist. The indicator cluster has been revised, with the speedometer dominant above a crisp new driver information display that is very easy to read. The layout of driver controls is sensible and controls are easy to see and reach. New in 2009 are illuminated steering wheel controls, with audio-/phone-hands-free-/voice-control on the left, and cruise-control on the right.

The center console displays information for the audio system and optional navigation system. For assistance when the Murano is in reverse, the display can include an optional rear-view monitor displaying a predicted vehicle path that changes as the steering wheel is turned (and a safety reminder to physically turn and look before backing up).

We find the center console control intuitive and easy to use. It is placed relatively high on the dashboard so that it doesn't pull the driver's eyes too far from the road.

The climate control is dual zone, which allows the driver and front seat passenger to set their own temperature. Another nice touch in the Murano is a diffusion screen on the top of the dashboard to permit dispersing conditioned air rather than blowing directly into the occupants' faces.

Other options include a hands-free Bluetooth phone system, an intelligent key that can be left in the pocket while you drive, leather seat surfaces, rain-sensing front wipers, high-intensity discharge xenon headlamps, heated outside mirrors, and roof-rails. Push-button ignition is standard in all models. Of interest to modern electronics junkies are 12-volt outlets in the dashboard, console, and cargo area, also standard across all models.

Finally, the LE model has available 20-inch wheels, providing a startling visual effect compared to standard 18-inch wheels. They somehow make the Murano embody that "made for the road" feel. We're not sure how Nissan achieves this emotional effect, but it works.

For all new models, safety remains a major focus. The Murano has earned five stars in side-impact ratings. Dual-stage supplemental front air bags, seat-belt sensors, front seat side air bags, front and rear side curtain air bags, and front seat active head restraints remain standard. Front seat belts have pre-tensioners and load limiters. The center rear seat has three-point restraints. There are tether anchors for child seats.

Tire-pressure monitoring is standard (no more circling the car in freezing weather at the gas station!), and the concert of yaw sensors, wheel slip sensors, torque distribution, traction control, and anti-lock brakes will help keep the vehicle under control in bad weather or emergency maneuvering.

All told, this is a beautiful, elegant, safe crossover SUV. It should drive well across the board, is affordable in the base S model and well-appointed in the luxury LE model. Updated and refined, it continues to stand out among the crossover class, and the Murano certainly catches the eye.

2009 Mitsubishi Galant Ralliart Road Test Review

2008-10-30T20:57:00.000-07:00

Chevrolet Announces Pricing for 2010 Camaro

2008-10-29T14:48:00.000-07:00

- 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

2008-10-27T20:32:00.000-07:00

2008 BMW X6 xDrive50i - Long-Term Road Test

2008-10-25T14:50:00.000-07:00

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'

2008-10-22T20:41:00.001-07:00

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

2008-10-21T14:43:00.000-07:00

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

2008-10-19T14:38:00.000-07:00

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

2008-10-17T14:33:00.000-07:00

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

2008-10-14T14:27:00.000-07:00

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

2008-10-13T21:07:00.000-07:00

- 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.

Saab 9-X Air BioHybrid Concept - Auto Shows

2008-09-27T20:18:00.000-07:00

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

2008-09-26T20:14:00.000-07:00

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)

2008-09-25T20:11:00.000-07:00

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

2008-09-24T20:02:00.000-07:00

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

2008-09-23T20:07:00.000-07:00

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

2008-09-22T19:58:00.000-07:00

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

2008-09-16T15:48:00.000-07:00

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

2008-09-13T16:59:00.000-07:00

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

2008-09-12T22:03:00.000-07:00

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

2008-09-11T22:00:00.000-07:00

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

2008-09-09T20:51:00.000-07:00

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

2008-09-08T22:11:00.000-07:00

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

2008-09-07T22:07:00.000-07:00

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

2008-09-06T22:03:00.000-07:00

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

2008-09-05T22:00:00.000-07:00

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

2008-09-03T21:56:00.000-07:00

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

2008-09-03T21:30:00.000-07:00

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

2008-09-02T21:27:00.000-07:00

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

2008-09-01T21:20:00.000-07:00

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.

MG scraps US plans

2008-08-30T21:16:00.000-07:00

Robert Wilson

Once a happy hunting ground for MG, the US has dropped off the radar for the reborn, Chinese-owned marque which also has a sedan in the wings that's aimed at the Mazda 6.

File this one under “no surprise” or perhaps “told you so”: MG has dropped its plans to return to the United States.

But the ghost of British sports cars past is building again in Britain and has plans for new models, backed by its new owner Shanghai Automotive Industry Corp.

SAIC's NAC MG branch has scrapped its plans to import MG TF roadsters from Longbridge in England to the US. Under one reported version of the plan they were eventually to be supplemented by Chinese-made MGs assembled from CKD kits in Ardmore, Oklahoma.

NAC MG UK’s Sales and Marketing Director, Gary Hagen told British enthusiast website Austin-Rover Online the Oklahoma deal had fallen through.

“The USA isn’t on the short-term radar as an anticipated market for us but, with the right product, it would be good to return there,” Hagen said.

In MG's new adopted home, China Car Times reports the historic brand has missed its half-yearly sales targets by almost 50 percent. The news service said MG sold 1900 vehicles from January to May, averaging around 400 cars per month, well below the 5000 vehicle target that SAIC reportedly set for the former British marque.

But NAC MG has resumed production at Longbridge, near Birmingham, where the factory gate shut after the company collapsed in 2005. An initial run of 500 MG TF LE500 roadsters is being made, or rather assembled at Longbridge using bodies and engines made in China. The LE500 is on sale for £16,399 (A$35,100) but a regular-production TF 135 is planned to cost £14,999 (A$32,000)

Hagen said NAC MG was planning a four-car range of MG models.

“First to arrive will be a mid-sized saloon sharing its platform with the Roewe 550. The planned introduction for this car is late 2010 and, looking at today’s marketplace, I see the main opposition as being the Mazda 6,” he said.

“After that, there will be a C-segment compact and a B-segment supermini. Clearly, we have the capacity to build these cars in Longbridge and the Chinese are keen for this to happen.”

NAC MG sales director Stephen Cox told BBC TV new models would be on sale in Britain in 18 months.

Austin-Rover Online also reports NAC MG is developing an updated roadster, riding on the the TF’s durable platform but with chassis tweaks, new front and rear ends, a new dashboard and revised seating position.

Three sensible tips for coping with the gas crisis

2008-08-29T21:12:00.000-07:00

by Kaben Nanlohy

America is in a gas crisis, and there are lots of articles on the Internet about saving gas. Unfortunately, while I really appreciate the helpful attitudes of many of these articles, some of the advice they give ignores common sense and basic laws of physics.
For example: trying to fit more gasoline into your tank when the gasoline is cold. Nope. Liquids don't compress well. I understand the confusion, because in high school Physics and Chemistry we all learned the ideal gas law, one of whose components, Charles' law, roughly states that gas volume decreases when it's cold. But when we speak of the gasoline in your gas tank, we speak of a liquid, not a gas. Even though gasoline is called "gas". The confusion is understandable, but the advice is wrong.
Which is why I think everyone should read this article from CNNMoney.com, debunking gas-saving myths.
Today I'm going to give you three tips that will actually help.

Tip one: track local gas prices
Find the lowest prices in your area using a web site like GasBuddy.com, and refuel on Wednesdays. This doesn't work in every city, but in many parts of the country, fuel prices increase on Thursday and Friday, and then fall for the rest of the week, reaching their lowest on Wednesday. For example, here are recent gas prices in Lansing, Michigan (where I live):
If you own a truck or SUV with a 40 gallon tank, refueling on Wednesday instead of Friday can save you $4 or $5.

Tip two: slow down
When you're on the highway, whenever you can, drive in the right-hand lane at or below the speed limit. Here's my recent experience with driving slower on a 70 mile trip to Grand Rapids, Michigan: a 2008 Nissan Rogue crossover SUV at 75 miles per hour gave me 27.7 miles per gallon. On the return trip, at 65 miles per hour, it got 32.1 miles per gallon. Those are nice numbers, better than EPA ratings (of 22 in the city, 27 on the highway). At that rate, driving the Rogue at 65 instead of 75 mph extends the range of its 15 gallon tank by about 65 miles. This is like getting eight to ten dollars worth of gas for free. Acceleration consumes excess gas, so use cruise control to maintain a consistent speed. In the city, avoid flooring the accelerator from stops. Take advantage of upcoming stops to save fuel by coasting.

Tip three: drive less
Consolidate your errands. If you usually drive to the grocery store every day, you can save quite a bit of fuel by planning ahead and buying groceries for one or two weeks at a time instead. If you usually go the bank in person every week, switch to online banking, and if you haven't already, ask your employer to direct-deposit your paychecks. Carpool. Take the train or the bus. Ride a bike. Walk.

For additional sensible gas mileage tips from a good source, see this web page at http://www.fueleconomy.gov/.
Here's a final aside: When it's time to buy a new car, consider one of those tempting high-mileage hybrid-electric cars. However, if your gas-guzzler is mechanically sound, you're probably better off keeping it than replacing it. The high cost of a new car, even if you sell your old car for a good price, may not be justified by the savings in gas.

2010 Ford Mustang Pony Badge Redesigned

2008-08-28T21:25:00.000-07:00

Car News
A studlier steed gallops within the grille of Ford’s upcoming 2010 Mustang.

BY STEVE SILER, PHOTOGRAPHY BY BRENDA PRIDDY & CO. AND THE MANUFACTURER

Ford’s iconic Mustang is due for a significant update for 2010, and while Ford is still holding back images of the freshened pony car itself, it has revealed an official image of the studly steed that will grace its grille.

Compared with the outgoing badge, the new pony has been working out: it’s more angular and defined, its head has been raised a bit and its neck tilted into the wind “to give it a feeling of greater speed and better balance.” Proportions are also more realistic, Ford says. Base Mustangs will wear badges with a tinted chrome finish, while GT models will be available with a black chrome finish. “It’s just a faster-looking steed,” said George Saridakis, design manager for the 2010 Mustang.

This is the fifth iteration of the pony badge that has been leading Mustangs down the road since 1964, although it disappeared from the Mustang’s exterior between the years of 1979 and 1994.

“Like the upcoming restyled Mustang, the new pony is more defined, more muscular and sure to catch the eye of Mustang enthusiasts,” Ford said in its official release.

Let’s just hope they put this much attention into the car itself.

2009 Honda Pilot - Short Take Road Test

2008-08-28T17:27:00.000-07:00

BY DAVE VANDERWERP

When the Pilot launched in 2002 as an ’03 model, it was a little ahead of its time. Back then, trucky, body-on-frame SUVs such as the Ford Explorer were the big sellers, and fuel economy wasn’t in the forefront of anyone’s mind. The Pilot’s innovative beginnings on the Odyssey minivan’s unibody architecture weren’t due to Honda’s superior foresight, however; the company simply didn’t have a body-on-frame platform to start with. So the Pilot launched by default as what is, in today’s vernacular, a crossover.
An intelligently packaged three-row, eight-passenger SUV, the Pilot was lighter and more efficient than the competition, as well as a smooth on-road driver, grabbing the large-SUV award at our annual 5Best Trucks competition six years in a row.
The competition took notice, and recently there has been an influx of competitors that have squarely targeted the Pilot: specifically, the Mazda CX-9 and GM’s quartet of large utes, the GMC Acadia, the Saturn Outlook, the Buick Enclave, and the Chevy Traverse.
Our current large-SUV champ in this ever-growing three-row class is the sporty CX-9, which knocked the Pilot off the podium for 2008. Naturally, Honda has rethought and updated the Pilot for 2009 to stay in the hunt.
Sticking to Its Sensibilities
This isn’t a radical redesign, as Honda had the formula pretty well nailed from the start. However, its customers clamored for some additional space, particularly in the third row and the cargo area. To that end, the ’09 Pilot gets a 2.9-inch stretch to both wheelbase and overall length and a one-inch gain in width and height, but it’s still about nine inches shorter than the CX-9 and the GM utes.
The new Pilot gets a bolder front end—anything is bolder than the current wallflower—that doesn’t look as awkward in person as it does in some of the photos. But this ute is all about function. It forgoes the recent trend of sportier, on-road-only SUVs and retains a high roofline to maximize headroom and cargo space, and it has a blocky shape that enables the rear cargo hold to accept four-foot-wide sheets of plywood. Ground clearance remains at eight inches to enable the light off-roading Honda says its customers demand. All Pilots come with a trailer hitch, and four-wheel-drive models can tow 4500 pounds (3500 for two-wheel-drive models). This practical approach leaves the similarly sized Acura MDX for buyers willing to pay more and sacrifice functionality for style, says Honda.
A redesigned interior features a see-through gauge cluster as well as a button-intensive center stack. The available navigation runs on a sharp eight-inch screen, but we think it’s a step backward to ditch friendly touch-screen controls for the corporate multifunction knob that’s spreading throughout Honda’s lineup.
Overall, we were unimpressed with the quality and fit and finish of the new Pilot’s interior. The dashboard plastics and the climate-control buttons come across as low-cost, and there are more cut-lines and larger gaps between panels than expected. This leaves a general impression that Honda is trying to squeeze a few bucks out of the interior.
The driver’s seat slides back farther than before—a welcome addition for this six-foot-five test driver who can now find complete comfort—and the steering wheel telescopes in addition to tilting.
The spacious second row benefits from an additional 1.1 inches of legroom and 0.8 inch of shoulder room that, Honda says, enables it to accommodate three car seats. It also slides forward farther to ease access to the way back.
The third row grows the most, with an additional 1.9 inches of legroom and a seat that’s positioned higher than before to better accommodate larger passengers. As far as third rows go, it’s a good one, but people much over six feet still won’t want to do much time back there.
Space behind the third row has grown by two cubic feet, three if you include the larger under-the-floor storage bin. That bin is even more useful now that the third-row headrests don’t have to be removed and stored there to fold the row flat.

LAUNCH PAD: Volkswagen Passat R36

2008-08-25T20:29:00.000-07:00

Samantha Stevens
The fastest car in Volkswagen Australia's expansive range is now a family sedan and its wagon variant.

The R36 Passat is the third in a series of racy vehicles from the exclusive Volkswagen Individual line, joining the Touareg R50 and the two-year-old Golf R32. And it's the fastest new kid on the R-rated block, with a blistering - and completely plausible - 5.6sec sprint time (5.8sec for the wagon).

All three R-Line representatives were put through their paces yesterday at Phillip Island's circuit and soggy surrounds for road loops, skidpan manoeuvres and track laps.

The latest addition to VW's R cars has been a long time coming. VW introduced its first R model here, the 177kW AWD Golf IV R32, in 2004. A 188kW Golf V R32 followed in 2006, and the 258kW/850Nm R50 Touareg made its world debut at the Sydney motor show in October last year.

The R36 had been expected around the same time and the torque monster Touareg, but like the first and second R32 models, we had to wait more than a year for it to appear in the metal. The R36 surfaced at the Brisbane motor show in February but has only now gone on-sale.

This latest R car sits neatly between the pocket-rocket R32 hatch and overgrown R50 SUV in both stature and power. The R36 develops 220kW of power and 350Nm of torque from its sports-tuned 3.6-litre V6 (an engine it shares with the base Touareg). Its six-speed Direct Shift Gearbox (DSG) is the only transmission available, and power is put through all four wheels via VW’s active 4-Motion AWD system.

Massive four-wheel vented brakes are 345mm/310mm front and rear, and the car sits 25mm lower than standard, with 111mm ground clearance.

Matching its sporting credentials is a tasteful reworking of the Passat's elegant features. The almost lairy R range's chrome front grille is toned down with streamlined spoilers and skirts, subtle inset dual exhaust pipes, chrome roof rails on the wagon, and 18-inch “Omanyt” alloys flanked with body-coloured wheel arch extensions.

Inside, dark matte brushed aluminium, branded steel scuff plates and alloy pedal covers, and chrome piping lifts an otherwise dark interior. Redesigned flush paddle-shifters sit behind an ergonomic, leather-wrapped multi-function steering wheel. The sports seats are squared-off but enveloping and comfortable - a theme shared with the two main rear seats - and 12-way adjustment with variable side bolsters for the driver is standard.

Like the regular Passat itself, the R36 version is packed with standard luxuries such as rain-sensing wipers, front and rear reverse sensors, ABS/ESP, eight airbags, and tyre pressure monitors. Asking price for the sedan is $64,990; the wagon is $2000 more. To both those prices, you need to add $600 for 33 percent Luxury Car Tax. (For more about VW’s approach to the LCT, see below.*)

A Dynaudio 600W 10-speaker stereo, automatic tailgate (wagon), electric sunroof, sat-nav, reversing camera, and four colours are the only big options to choose from.

Where the Passat range was applauded for its standard features and safety credentials in our 2006 COTY, twitchy on-road behaviour such as fidgety suspension tune and over-servoed brakes held it back from the top spot. In the sporty R36, a more sensitive, less supple ride can be overlooked or even ignored. In other words, while the R36 is still nervous over surface imperfections at suburban speeds, it is forgivable given its application, and lends it a more alive, alert attitude.

And those brakes are brilliant. There’s still not a lot of ‘feel’ through the pedal, but it’s at least graduated rather than oversensitive.

The car is surprising swift off the mark. This Passat again hits a sweet, subtle spot between the aural thrum of the R32 and the turbo thump of the R50 - simple, fast, effective performance. Blistering without bluster, if you will.

Skidpan exercises revealed agile, neutral handling with some leniency in the slide department through a switchable (but at a wet Phillip Island, always-switched on) ESP system. Hurtling around cones and track in a 2.5-tonne R50 SUV is testament to VW Individual's skill for making even the heaviest, largest car quick.

Roaring down the track with a jet-fuel resonance to its induction, the R36 builds speed and confidence through its well-sorted chassis and a 4-Motion AWD system that isn't afraid to use its rear wheels. Through pounding rain and residual oil from last weekend's track meet, all three R series cars resonate with their less flashy counterparts' message: well-developed, well-built, and capable of getting on with it when you’re in welly-to-the-firewall mode.

Passat R36 Sedan, 6-speed DSG - $64,990 (Add $600 for 33% LCT)
Passat R36 Wagon, 6-speed DSG - $66,990 (Add $600 for 33% LCT)

Prices quoted are Recommended Retail Prices (RRP). Excludes dealer delivery charges which may vary from dealer to dealer and stamp duty, compulsory third party insurance and registration charges which vary from state to state. Where the RRP shown is above the threshold of $57,180 it is inclusive of Luxury Car Tax (LCT) of 25%. Individual prices for factory and dealer fitted options quoted separately do not include LCT. If the total price of the vehicle including options exceeds the LCT thereshold, the total RRP is required to be recalculated with the LCT applied to the net costs of any amount above the LCT threshold. The Australian Government has legislated to increase the LCT retrospectively by 8% to 33% from 1 July, 2008. That legislation must be approved by the Senate which will not meet to consider the proposed increase until late August 2008. The prices therefore quoted may be subject to an increase in the LCT. Please enquire at your selling Dealer for further details. This is a manufacturer’s advertised price only and new vehicles must be purchased from dealers.

Hyundai plots UK imports of Genesis Coupe

2008-08-24T20:26:00.000-07:00

By Ben Whitworth

Spurred on by massive interest in its Genesis Coupe Concept at the British International Motor Show, Hyundai UK is seriously considering importing a small number of the muscular 306bhp V6-engined coupes in left-hand drive format to sate local demand.

When will Hyundai decided to import the Genesis Coupe?
At the moment, test engineers from Hyundai’s UK headquarters are undertaking evaluation drives in the American and Korean versions of the Genesis Coupe to determine which models are best suited to the UK’s driving conditions, and studying the homologation issues such a import decision would raise.

'We took the Genesis Coupe to the Show in order to gauge reaction from an enthusiast audience - the response was overwhelmingly positive and has encouraged us to begin building a business plan around bringing this car to the UK,' Hyundai’s marketing director Andrew Cullis told CAR. 'There are still many financial and type-approval hoops to jump through, but we hope to be able to satisfy the demand in Britain for a high-quality, exceptionally stylish and sophisticated coupe.'

If Hyundai jumps through enough hoops we could see the 2+2 coupe arrive in left-hand drive within the next 18 months, priced around £27,000 – low enough to undercut Nissan’s 350Z and make it a proper performance bargain.

2010 Buick LaCrosse Exclusive Photos - Spied

2008-08-23T18:32:00.000-07:00

BY JORDAN BROWN,

PHOTOGRAPHY BY ANONYMOUS AND THE MANUFACTURER

In just its third model year since debuting for 2005, the Buick LaCrosse is still a relatively new vehicle. While a freshening was expected—and confirmed earlier this year—for 2009, we weren’t under the impression that Buick’s mid-size sedan was being totally redesigned so soon. However, in light of these leaked photos of a pre-production 2010 LaCrosse, it appears GM has put the car on fast-forward.

While grainy, these photos do give us the very first look at the car without camouflage and in near-production guise. Having first seen this vehicle in concept form earlier this year at the Beijing Auto Show as the Invicta Concept—and again last month via another set of leaked GM photos labeled, simply, “Buick Sedan”—the feeling at the time was that it may have been an all-new model for Buick.

Looking very similar to the Invicta concept overall, the new LaCrosse doesn’t have a typical Buick feel to it. Sporting an aggressive roofline—similar in profile to various “four-door coupes” such as the Volkswagen Passat CC and the Mercedes-Benz CLS—and smooth front end, the styling closely mirrors that of Buick’s new Enclave sport-ute. While the translation to production from concept appears to have taken the typical toll—smaller wheels, higher stance, less flash—the rest of the car stays fairly true to its auto-show roots.

The theme continues in the cabin, which—borrowing small cues from the also recently redesigned Cadillac CTS—looks just like illustrations Buick showed us earlier this year. Featuring a slick center console, modern instrument cluster, and curvaceous dashboard, this car may be on track to appeal to a wider market than the previous-generation LaCrosse.

While the hood looks to be popped in the main exterior spy shot, unfortunately no photos were taken of the vehicle’s powerplant. With the Invicta concept sporting a 2.0-liter direct-injected and turbocharged four-cylinder engine with a six-speed automatic transmission, we would expect base versions to come equipped similarly. Another powerful and fuel-efficient possibility is the corporate direct-injected V-6, which makes as much as 304 horsepower in the CTS. With gas prices on the rise, this seems like a more palatable performance option than a V-8–powered “Super” model.

We’ll be sure to get any official photos to you as soon as we have them; we expect an official debut sometime in the near future—possibly at November’s L.A. auto show or in Detroit in January—with sales beginning next spring.

2008 Volvo C30 Road Test

2008-08-22T18:30:00.000-07:00

Volvo's hatchback has youthful vigor

Volvo’s nifty little C30 hatchback is a lot like a contemporary version of the unusual P1800 ES from the early 1970s. One of the key similarities is the all-glass tailgate.

The C30 is based on Volvo’s S40 sedan. The turbocharged, 227-horsepower five-cylinder drives the front wheels through a standard six-speed manual or an automatic transmission. The turbo gives the C30 brisk acceleration and a spunky personality that is accented by a nicely buttoned-up suspension and handsome 18-inch wheels.

The C30 is a competitor to vehicles such as the Mini Cooper S and Volkswagen GTI. Because Volvo is part of Ford Motor Co., the C30’s basic underpinnings are related to the Volvo C70 convertible, Mazda3 and the European Ford Focus.

Volvo offers the C30 in two trim levels, which it calls Version 1.0 and Version 2.0. Prices start at $22,700 for Version 1.0 and $25,700 for Version 2.0. I drove a well-equipped Version 2.0 that had a sticker price of $29,350, and that seems to be pretty expensive for a car in this segment.

Aside from its handy size and urban maneuverability, the C30’s strength is styling. The sleek roofline, large tires and all-glass hatchback quickly draw attention. Two young men carefully circled the car while it sat in front of a suburban shopping area. I watched from a distance as they commented to each other about the sharp looks and cool rims.

“I didn’t know Volvo made a small hatchback,” one said to his buddy.

The fact that the C30 is not yet well known may be something that Volvo marketing will have to overcome. Today, most people think that a Volvo is a somewhat stodgy sedan, not a corner-clipping hatchback.

The turbocharged, five-cylinder engine plays an important role in giving the C30 a high-energy character. While this engine can feel a bit sluggish in bigger cars, it feels right at home in the C30. It only has to pull around 3,201 pounds, and that brightens its performance.

Volvo thinks that its customers will like to personalize their cars, and for $300 a buyer can select Custom Build. Custom Build lets each buyer select from a wide variety of interior colors and options, as well as from accessories such as a sport steering wheel, aluminum pedals or Volvo’s blind-spot alert system.

Comfortable, supportive seats are something for which Volvo is known, and the C30 shines. Manual or power adjustments allow the seats to be configured to fit almost anyone.

Volvo touts the C30 as a four-passenger car, and it is, as long as those that chose the back seat are small or young. The back seats are pleasantly comfortable, but legroom is tight.

Each rear seat back folds forward to create a sizable cargo space. The small glass hatch limits the size of items that will fit inside.

The instrument panel has simple gauges, and the center stack that contains the heat and audio controls is not much more than half an inch thick. Digital readouts have stairstep blocks representing temperature and fan speed, but I think using colors for the temperature settings would make adjusting them more intuitive.

The C30 is small and agile. Large tires and a sports suspension give it nice moves in traffic or on country lanes. While it doesn’t have the absolute cornering grip of a sports car, it is fun to drive.

Safety items include anti-lock brakes, vehicle stability control, traction control and side-curtain airbags.

Price: The base price of the test car was $25,700. Options included Custom Build, metallic paint, automatic transmission, cruise control, fog lights, sport gearshift knob and sport steering wheel. The sticker price was $29,350.

Warranty: Four years or 50,000 miles.

Point: The C30 looks great, handles nicely and gives young buyers a Volvo that is cool and hip. The turbocharged engine is reasonably potent, the front seats are excellent and the rear hatch can hold quite a bit of stuff.

Counterpoint: The back seat is snug for adults, and a well-equipped Version 2.0 gets pretty expensive.

Infiniti G37 Convertible (2009): first photo

2008-08-21T18:27:00.000-07:00

By Ben Pulman

Infiniti has just released the first picture of its new G37 Convertible. Based on the G37 Coupe, the Convertible comes with a three-piece metal folding roof and will debut at the Los Angeles motor show this November. Sales start in the USA in early 2009, but Infiniti has yet to confirm a European launch.

This G37 Convertible looks a lot like your artist’s impression...
It does indeed. It’s even hard to tell which is the real G37. From the first offical picture though (left) it looks like Infiniti has done a good job of disguising the bulky rear end usually associated with metal-roofed convertibles. And to compensate for when that fancy new roof is folded away, Infiniti says the audio and air-con systems have been tweaked accordingly. We just can't wait to hear that 320bhp 3.7-litre V6 with the roof down.

For now Infiniti claims the launch of the G37 Convertible in Europe is only ‘under study’, but with saloon and coupe variants arriving in mainland Europe this October, we’d be surprised if the drop-top didn’t appear over here by the end of the decade. If it does, expect prices around £33,000.

2009 Dodge Challenger SE / R/T / SRT8

2008-08-20T18:25:00.000-07:00

BY STEVE SILER

Dodge took a curious approach to introducing—or perhaps we should say “reintroducing”—its reverently retrospective Challenger muscle car by starting with the top-dog, 420-hp SRT8 model and making it the only one offered for 2008. Can you say “collectible”? Alas, Dodge waited until the 2009 model year to follow up with volume versions that might—might—actually sell in numbers high enough to make the company some significant profits: the V-6–powered Challenger SE and the muscle-bound, Hemi-equipped Challenger R/T.

But along with the mass-market models, Chrysler will introduce manual-transmission versions of the Challenger R/T and SRT8, which together represent the first application of a manual transmission with the new-generation Hemi V-8s. Recently, we got a chance to drive them all, from the $21,995 base model to the $39,995 SRT8, and not to give away the ending, but there was one that we found “just right.”

Telling Them Apart

The last thing anyone needs at this point is another styling analysis of the Challenger, especially since it’s as simple and easy to digest as the equally retrospective Ford Mustang. Worth discussing, however, are the differences between the Challenger trims so that you can tell from 50 yards which is which, a talent no muscle-car guy can live without henceforth. And the differences are subtle. Base SE trims get standard 17-inch wheels mounted with relatively thin (in relation to the car, anyway), high-profile 215/65 tires. Eighteens are optional, as are fog lamps, but there is no available rear spoiler. Visually, the SE is closest to the 1970 model that was the clear inspiration for this new generation of Challengers.

The R/T adds fog lamps, 18-inch aluminum wheels with 235/55 tires, a body-color rear spoiler, and a polished fuel-filler cap beneath the driver’s-side C-pillar. Optional are black-hash-mark-style fender stripes that Chrysler designers liken to war paint. Clunky five-spoke, chrome-clad wheels measuring 20 inches in diameter and wearing fatter 245/45 tires are optional, if not terribly tasteful.

The SRT8’s 20s are way cooler, and its tires are yet another 10mm wider, completely flush with the wheel wells. The SRT8 also gets faux-carbon-fiber hood stripes, xenon lights (optional on the R/T), a matte black deck spoiler, and a deeper front air dam with functional brake ducts. Speaking of functional ducts, the hood scoops on all Challengers do indeed contribute to engine-bay ventilation.

Dark, Spooky Interior

As we’ve noted in previous Challenger reviews, the interior is quite comfortable, if dark. Outward sightlines are hampered by thick pillars, fixed rear headrests, a low roof, and a long hood. The $21,995 SE’s mostly black interior treatment features some silver-painted plastic that does less to warm up the interior than to reflect its cheapness. The interior of the R/T doesn’t have any silver stuff other than a chrome cuff or two and thus absolutely requires the huge optional sunroof to cheer things up.

The same can be said about the SRT8’s interior, although we love the thick, high-backed Alcantara-and-leather performance seats that glue the driver in place regardless of lateral forces, as is the case with other Mopar products in which these seats are installed. Wider folks, however, might find their hug a touch too snug. Challenger R/T and SE models also feature comfortable and nicely bolstered buckets, which, frankly, we weren’t expecting at the base level but were happy to encounter. Three-across seating is theoretically possible in back, provided occupants are short of limb and fond of dark spaces. Nocturnal little people? Your limo just arrived.