2010 Ford F-150 SVT Raptor - First Drive Review

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

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

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

BY MIKE AUSTIN

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

Highly Evolved from the Standard E-class

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

ESTIMATED BASE PRICE: $88,000

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

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

TRANSMISSION: 7-speed automatic with manumatic shifting

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

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

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

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

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

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

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

2011 Audi R8 Spyder 5.2 V10 - Spied

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

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

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

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

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

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

2010 Acura TSX V6 - First Drive Review

BY STEVE SILER, PHOTOGRAPHY BY MORGAN SEGAL AND THE MANUFACTURER

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

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

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

BASE PRICE: $35,660

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

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


TRANSMISSION: 5-speed automatic with manumatic shifting


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


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


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

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

Keep Your Hands on the Wheel

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

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

Steep Price for Power

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

2010 Lexus HS250h Hybrid

BY STEVE SILER

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

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

“Mooing” Motor and Un-Lexus-y Loudness

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

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

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

ESTIMATED BASE PRICE: $33,000

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

TRANSMISSION: continuously variable automatic

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

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

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

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

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

A Little More Luxury, a Little Less Practicality

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

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

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

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

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

2010 BMW 5-series Gran Turismo

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

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

Innards of a 7-series

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

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

Solid Mechanicals

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

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

Still Scratching Our Heads

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

2009 Ferrari 430 Scuderia Spider 16M - First Drive Review

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

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.

2010 Nissan 370Z Roadster

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.

2009 Nissan 370Z - Road Test

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.

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

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.

2010 Ford Mustang - Car News

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

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.

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

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.

Chevrolet Camaro Concepts - Auto Shows

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.

Chevrolet Announces Pricing for 2010 Camaro

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

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

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

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

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

2008 BMW X6 xDrive50i - Long-Term Road Test

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

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

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

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

Critical Shortage of Twin-Turbo V-8s Relieved

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

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

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

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

X6 Stays Right Side Up, World Is Inverted

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

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

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

Mass No Object

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

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