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Frankfurt Motor Show Preview: Limited-edition Porsche 911 Sport Classic marks return of the ducktail

2009-09-09T07:57:00.000-07:00

Porsche has been building limited-edition 911s almost as long as it has been building the rear-engined wundercar, and the upcoming Frankfurt Motor Show will see the launch of yet another. The new Porsche 911 Sport Classic you see before you has been tweaked by Stuttgart's Porsche Exclusive in-house customizing department, and suddenly our upcoming trip to Germany looks a lot brighter.

Fortunately for enthusiasts, when Porsche says special, they mean it – this far more than just a tape and body kit job. Changes to the Sport Classic Grey model start at the nose with a revised fascia and take off from there. Up top, the roof panel receives a double-bubble treatment: a pair of domes above the driver and passenger with a channel down the middle. At the rear, the ducktail spoiler from the legendary the Carrera RS 2.7 makes its first appearance on a modern 911 and is flanked by even wider rear fenders to enclose the SC's extended track.

Porsche has seen fit to include some mechanical goodness as well. Under that charismatic ducktail, a new intake manifold with flaps that control the runner lengths adds 23 horsepower to the normally aspirated flat-six, bringing the headcount to 403. Carbon ceramic brakes are enclosed in special Fuchs-style 19-inch wheels designed that evoke the last 911SC of the late Seventies and early Eighties, and the whole package lurks closer to the ground thanks to the inclusion of PASM sport suspension.

The interior hasn't been ignored either, with various bits being finished in Espresso Nature natural leather and the use of new materials to the marque, including woven leather/yarn seat panels.

Of course, also following firmly in company tradition is the Sport Classic's premium price. Just 250 examples will be built and we don't imagine Porsche will have any trouble clearing its decks – even though it is priced at a tidy €169,300 ($240,702 USD) – before any applicable value added taxes. It may be extraordinarily dear, but we still want one in the worst way. It isn't immediately clear if the 911 SC will be made available in the U.S., but either way, Porsche is seemingly aware that we don't have that many spare samoleans rolling around in our bank accounts. As such, Porsche Design Driver's Selection has thoughtfully developed a line of accessories inspired by the new SC, including a polo shirt, cap, a 1:43 scale diecast, and – wait for it – a personalized lanyard. Perhaps we can afford one of those.

The 911 Sport Classic – Exclusive for 250 Fans of the 911

Stuttgart. Dr. Ing. h.c. F. Porsche AG, Stuttgart, has refined the DNA of the 911 to what must be the most supreme standard of class and style in the 911 Sport Classic available to a strictly limited number of very special 911 enthusiasts. Creating this unique model, Porsche is bringing back the tradition of exclusive small series built in very small numbers. The 911 Sport Classic will be presented at the 2009 Frankfurt Motor Show and is limited in production to just 250 cars.

This very special 911 from Porsche Exclusive has been developed over a project period of about three years, with lots of love for detail, catering especially for the most demanding group of genuine aficionados. Porsche Exclusive is Porsche's Specialist Department for the most outstanding customised versions of Porsche cars going beyond even the highest standard of the Company's regular production models.

The unique character of this very special 911 comes out at very first sight in the newly developed double-dome roof. A further highlight of this sports car based on the rear-wheel-drive Carrera S is the wider rear body up by 44 millimetres or 1.73" and the wider track on the rear axle. The striking SportDesign front apron with its unique spoiler lip and the rear spoiler fixed in position like the legendary ducktail on the 1973 Carrera RS 2.7 round off the unmistakable look of the 911 Sport Classic. Power comes from Porsche's 3.8-litre with Direct Fuel Injection, increased in this case, also through the introduction of a newly developed resonance intake manifold with six vacuum-controlled switching flaps, by 23 bhp to 408 horsepower for even more outstanding performance.

The 911 Sport Classic comes exclusively with a six-speed manual gearbox. PCCB Porsche Ceramic Composite Brakes ideally reflecting the sporting character of this exclusive 911, PASM sports suspension lowering the entire car by 20 mm or 0.79", as well as the mechanical rear axle differential and custom-made 19-inch wheels with their rim star painted black all come together to offer a perfect match for the character of this most exclusive car.

The very special, highly sophisticated interior of the 911 Sport Classic bears powerful testimony to one of the core competences of Porsche Exclusive and is characterised by new materials never used before even by Porsche. One example is woven leather made up of smooth leather strips and woven yarn featured on the seat centrepieces of the newly designed adaptive sports seats complete with light-grey piping and on the door panels.

The dashboard including a wide range of inserts and add-on components is finished in Espresso Nature natural leather, providing a distinctive contrast to the exclusive body paint in Sport Classic Grey.

Marking the introduction of this special limited edition model, Porsche Design Driver´s Selection is likewise introducing a range of new andThe 911 Sport Classic – Exclusive for 250 Fans of the 911

Stuttgart. Dr. Ing. h.c. F. Porsche AG, Stuttgart, has refined the DNA of the 911 to what must be the most supreme standard of class and style in the 911 Sport Classic available to a strictly limited number of very special 911 enthusiasts. Creating this unique model, Porsche is bringing back the tradition of exclusive small series built in very small numbers. The 911 Sport Classic will be presented at the 2009 Frankfurt Motor Show and is limited in production to just 250 cars.

This very special 911 from Porsche Exclusive has been developed over a project period of about three years, with lots of love for detail, catering especially for the most demanding group of genuine aficionados. Porsche Exclusive is Porsche's Specialist Department for the most outstanding customised versions of Porsche cars going beyond even the highest standard of the Company's regular production models.

The unique character of this very special 911 comes out at very first sight in the newly developed double-dome roof. A further highlight of this sports car based on the rear-wheel-drive Carrera S is the wider rear body up by 44 millimetres or 1.73" and the wider track on the rear axle. The striking SportDesign front apron with its unique spoiler lip and the rear spoiler fixed in position like the legendary ducktail on the 1973 Carrera RS 2.7 round off the unmistakable look of the 911 Sport Classic. Power comes from Porsche's 3.8-litre with Direct Fuel Injection, increased in this case, also through the introduction of a newly developed resonance intake manifold with six vacuum-controlled switching flaps, by 23 bhp to 408 horsepower for even more outstanding performance.

The 911 Sport Classic comes exclusively with a six-speed manual gearbox. PCCB Porsche Ceramic Composite Brakes ideally reflecting the sporting character of this exclusive 911, PASM sports suspension lowering the entire car by 20 mm or 0.79", as well as the mechanical rear axle differential and custom-made 19-inch wheels with their rim star painted black all come together to offer a perfect match for the character of this most exclusive car.

The very special, highly sophisticated interior of the 911 Sport Classic bears powerful testimony to one of the core competences of Porsche Exclusive and is characterised by new materials never used before even by Porsche. One example is woven leather made up of smooth leather strips and woven yarn featured on the seat centrepieces of the newly designed adaptive sports seats complete with light-grey piping and on the door panels.

The dashboard including a wide range of inserts and add-on components is finished in Espresso Nature natural leather, providing a distinctive contrast to the exclusive body paint in Sport Classic Grey.

Marking the introduction of this special limited edition model, Porsche Design Driver´s Selection is likewise introducing a range of new and very special products at the Frankfurt Motor Show. The limited edition AluFrame Trolley as well as a polo-shirt, a cap and a personalised lanyard take up the colour concept of the 911 Sport Classic, and in good time for the introduction of the new car a top-quality 1:43 model will also be available.

Sales of the Porsche 911 Sport Classic are starting in January 2010. The Euro base price of the car without value-added tax and national specifications is Euro 169,300.-.

The retail price and market launch date vary by region or country. Please contact the Porsche PR Manager of your country in order to receive country-specific information. very special products at the Frankfurt Motor Show. The limited edition AluFrame Trolley as well as a polo-shirt, a cap and a personalised lanyard take up the colour concept of the 911 Sport Classic, and in good time for the introduction of the new car a top-quality 1:43 model will also be available.

Sales of the Porsche 911 Sport Classic are starting in January 2010. The Euro base price of the car without value-added tax and national specifications is Euro 169,300.-.

The retail price and market launch date vary by region or country. Please contact the Porsche PR Manager of your country in order to receive country-specific information.

[Source: Porsche]

2010 Volvo C70 drops its guard ahead of Frankfurt unveiling

2009-09-09T07:55:00.000-07:00

Volvo still hasn't released an official press release to accompany them, but it would appear that genuine pics of the facelifted Volvo C70 have hit the streets regardless. Set to debut at the upcoming Frankfurt Motor Show, the reskinned convertible hardtop seems as if it has been spending some late evenings with the S60 Concept that debuted in Detroit earlier this year.

The fresh new look, including swept-back headlights and a larger trademark iron mask, is a further departure from the automaker's (now long ago) boxy past. At the back, a new rear lamp design includes today's obligatory stylish LED lighting, a reshaped bumper, and more pronounced "Volvo" badging on the trunk decklid.

While the exterior has taken a giant leap forward, the single interior shot inexplicably fails to reveal any changes whatsoever.

What we don't know is what resides under the hood, so Volvo may still have a few secrets to reveal in the next couple weeks.

[Source: Carscoop]

First Drive: 2011 Porsche Cayenne S Hybrid

2009-09-09T07:52:00.000-07:00

While mentioning "Porsche" and "hybrid" in the same sentence may cause mountains to crumble, glasses to shatter, and babies to wail in the world of the Porsche Purist, said purist may not be aware of one little fact: Porsche invented the first hybrid powertrain more than a century ago.

Using a 15-horsepower four-cylinder engine to power an 80V dynamo, Ferdinand Porsche's Lohner-Porsche Mixte sent current either to two electric motors in the front wheel hubs or to a buffer battery in what was the world's first standard-production hybrid vehicle. That was circa 1900. The Porsche Cayenne S Hybrid is now.

And how times have changed. In an era of CAFE regulations, eco-chic culture, and soaring fuel prices, Porsche will again launch a production hybrid vehicle, this one based on its highly profitable Cayenne SUV. Just as the Cayenne's platform is shared with the Touareg and Q7, its new hybrid powertrain was developed with Porsche's extended family members, Volkswagen and Audi. The hybrid system was originally slated to serve duty in Audi's Q7, until a change in plan favored hybridizing a different Audi -- the newer, smaller Q5. With Porsche needing to meet the same upcoming fuel-economy standards as its bigger cousins, the hybrid system was treated to a thorough updating from its original two-year-old beginnings, and given new life in the Cayenne. The new Panamera sedan will be the next Porsche to undergo the hybrid transformation next year using essentially the same system.

Two years is a long time and the hybrid powertrain in the Cayenne features plenty of changes since it first appeared in the engine bay of an Audi. To start, the combustion engine is now the 333-horse, 3.0-liter twin-supercharged V-6 from the upcoming Audi S4 and is paired with a 38-kilowatt/52-horse electric motor. A new eight-speed automatic transmission adds two overdrive gears compared with the old six-speed Tiptronic, and Porsche has dropped the weight of the hybrid module's electronics by 30 percent. Power steering is now electrohydraulic (a first for the Cayenne's class, says Porsche), and the air-conditioning system is looped into the 240-cell, 288-volt nickel-metal-hydride battery located under the rear cargo area, rather than being belt-driven off the engine. Even the vacuum pump for the brakes and oil pump for the transmission have been given a second look, relocating the vacuum source in the first instance and switching to electric power for the latter.

Porsche's drivetrain is laid out as a full parallel hybrid, allowing electric-only power, combined gasoline-electric, or gasoline-only power. The electric motor is positioned on the Cayenne's driveshaft, between the combustion engine and the transmission. A single disengagement clutch shifts between the three power modes without requiring additional gears or clutches. The transition between electric and gasoline power occurs in just 300 milliseconds and is virtually undetectable, even at higher speeds - a testament to Porsche engineers' efforts to make the transition seamless. Managing the entire hybrid system operation is Porsche's Hybrid Manager ECU, an incredibly complex unit that processes up to 20,000 data parameters (compared with 6000 for a standard ECU) in a constant effort to achieve maximum performance and fuel economy.

The results are rather impressive for a 5000-pound SUV. In fact, Porsche says the Cayenne S Hybrid is on par with its V-8 Cayenne offerings for total output. With 374 horsepower and 406 pound-feet of torque on tap, Porsche claims a 6.5-second 0-to-60-mph time and a top speed of no less than 149 mph. That's nothing to sneeze at - especially when combined with Porsche's target of a combined 27 mpg, an increase of approximately 50 percent over the standard V-6 Cayenne.

Porsche is still in the prototype stages of the hybrid system's development, and during the test drive the vehicle experienced some minor issues with certain components running hotter than normal. But as it continues to tweak its test mules for improved efficiency, Porsche believes two features of its Cayenne S Hybrid could have dramatic implications on real-word fuel economy. First is the Cayenne's ability to rely purely on electric power for up to 1.2 miles at a top speed of 36 mph before depleting the battery. The other is in the Cayenne S Hybrid's ability to coast (or "sail," as Porsche engineers say) at speeds of up to 86 mph on electric power alone. When the Hybrid Manager detects the vehicle coasting, the combustion engine is shut down and power switches to electric mode, simultaneously shifting the car into its eighth speed for decreased rolling resistance. Regenerative braking and the electric motor's dual-function as an alternator both serve to keep the battery charged while on the go.

On the road, the Cayenne S Hybrid prototype we drove worked well. Hard acceleration from a standstill gave the vehicle a torquey push, nearly on par with that from the conventional Cayenne S V-8 or the European diesel Cayenne we drove beforehand with an identical torque figure of 406 pound-feet. Underway, the Cayenne S Hybrid's new electrohydraulic steering felt precise, if just a tad overboosted, and despite the hybrid's extra 350 pounds over the V-8 Cayenne S, it still felt well buttoned-down over the twisty hills of Bel Air, California.

A primary goal of Porsche engineers was to make the Cayenne S Hybrid drive like a "normal vehicle," and that it does to a large extent. Under normal acceleration, the vehicle runs up the rev-range and shifts into the next gear like a standard Cayenne. Be a little more delicate with the throttle, and the Cayenne S Hybrid glides forward silently and smoothly until either being given more throttle or exceeding 36 mph, in which case the combustion engine kicks in with nary a shudder or pause.

While driving, the Hybrid Status display can be triggered on the Cayenne S Hybrid's navigation display, showing whether electricity or gasoline (or both) is providing forward momentum. The display also shows when the battery is being recharged, when it is being drained, and what percentage charge it is at for any given moment. We found that the level of charge jumped around quite a bit. Sustained electric movement would drop the charge level accordingly -- the lowest charge level we witnessed in our spirited 20-mile city/highway drive was around 50 percent -- but we were surprised at the rate at which it would recharge itself during the drive, the charge level jumping 20 percent or so during just a few miles of hilly descending. Never did it seem that the electric reserve would drop to zero.

Perhaps most important is that the Cayenne S Hybrid still largely felt like a Porsche. Granted, the Cayenne isn't the sportiest member of the Porsche range, but it does offer a level of precision, feel, and driver gratification that is lacking in many other luxury SUVs. Porsche doesn't expect the Cayenne Hybrid S to be a huge seller, representing just five to 10 percent of total Cayenne sales when it hits U.S. showrooms next year. But at roughly the same price and performance as a V-8-powered Cayenne S, we expect to see quite a few roaming the streets of eco-hip Los Angeles by 2011.

[source:MotorTrend]

Monterey 2009: Bugatti Grand Sport Sang Bleu live from the Quail Lodge

2009-08-18T06:55:00.000-07:00

With so many special edition Veyrons, we're starting to wonder if Bugatti is still making any regular versions. To their credit, this is only the first unique version of the Grand Sport model that made its debut at Pebble Beach this time last year. Named the Sang Bleu, the latest Veyron variant was unveiled at the Quail Motorsports Gathering yesterday and features a body comprised of polished aluminum and carbon fiber tinted in Royal Blue. The only other differences between the Sang Bleu and the standard Grand Sport are the Gaucho leather seating and wheels that have a Diamond Cut finish and Midnight Blue trim. Check out our live pictures below or read more about the car after the jump in case you missed the official announcement yesterday.

A new Bugatti piece of art for Pebble Beach

The « Sang Bleu » to honour the 100th anniversary of the marque Carmel, California, 14th August 2009. – Continuing this year's 100th anniversary celebrations Bugatti Automobiles S.A.S. has chosen the prestigious Pebble Beach weekend to present a further highlight to pay tribute to this legendary brand : The company proudly unveils the Bugatti « Sang Bleu » - an exclusive, one-off Grand Sport, honouring the marques precious heritage.

Innovation and Harmony

The « Sang Bleu » has ventured into new areas. Instead of applying two paint colours or paint and material to highlight the two tone design the « Sang Bleu » exclusively concentrates on materials - carbon fibre and aluminum - an innovative combination never realised before. This unique approach opens a new dimension of « Art – Forme – Technique », the company's core alues.

The colour combination commissioned for the Pebble Beach car is blue carbon fibre with polished aluminum. The visual carbon fibre is tinted in royal blue to emphasize the refined volumes and surfaces of the Bugatti Veyron Grand Sport. The rear airscoops are tinted in the same nightblue – offering a dramatic view from above – and thus fluidly integrate into the overall design philosophy of this unique model.

The rims are inspired by the Grand Sport Roadster and are highlighted in a Midnight Blue and Diamond Cut two tone finish. The interior, specially and tastefully selcted for the Pebble Beach event, is trimmed in a newly developed Gaucho leather which blends with the intriguing and pure exterior materials creating an elegant and harmonious overall appearance.

Featured Marque

In the year of its100th anniversary Bugatti has been selected to be one of the featured marques at the 2009 Pebble Beach Concours d'Elegance. Ettore Bugatti started his business in the Alsacian town of Molsheim in 1909. The name of the company: „Ettore Bugatti Automobiles i. Els.". In 1956 the company ceased its activities. Exactly 50 years later, in March 2006, the first Bugatti Veyron built by Bugatti Automobiles S.A.S. was delivered – after the Volkswagen Group had aquired the rights of the Bugatti marque in 1998 and started the re-launch of this famous brand. To date over 250 of the planned Bugatti Veyrons are sold, 215 of them have been delivered to customers worldwide. In June 2009 Bugatti started production of the Bugatti Veyron Grand Sport, the open roadster. The sales results are encouraging over 20 Grand Sports have been sold, with first deliveries already started.

The Bugatti « Sang Bleu » is the latest in a line of centenary Bugatti models which have won worldwide acclaim in 2009. This unique car stands – like the others - for the commitment of the Bugatti of today to carry the values and the philosophy of Ettore Bugatti, the founder of this unique marque, into a successful future.

Infiniti M37 and M56 sedans revealed virtually

2009-08-18T06:35:00.000-07:00

Infiniti has released official photos of the new 2011 M37 and M56 sedans upon its unveiling at the Pebble Beach Concours d'Elegance. Revealed through a unique video mapping process, in which a ‘virtual M' was created on a 3D form, it is the world's first ‘virtual only' (no physical vehicle) automotive application of this cutting-edge technology.

Featuring dynamic styling, inspired by the Infiniti Essence concept, the new M sedans have an aggressive appearance with elegant detailing. The front end is dominated by a massive grille which is beautifully integrated into the flowing lines of the hood and front bumper. Further back, the character lines rise above the rear wheels to help give the M a "hunkered down" stance.

Inside, the 2011 M sedan is a huge improvement over its predecessor. Materials and build quality seem excellent, while the flowing design helps to add interest. As before, the center stack is dominated by a large display, "top-mounted" controls, and plenty of wood trim. Oddly enough, the car appears to feature two different controls knobs: one on the center console and another below the navigation system.

While official specifications weren't released, the M37 should adopt a 3.7-liter V6 engine with 328 hp and 269 lb-ft of torque. On the other hand, the M56 will likely boast a 5.6-liter V8 with at least 390 hp. In Europe, the M56 will be replaced by a "V6 performance diesel".

Look for the M sedans to make their public debuts later this year, with sales scheduled to begin in spring 2010.

[Source: Infiniti ]

Hofele Cayenne Turbo/GTS styling conversion for pre-facelift Porsche 955

2009-08-18T06:13:00.000-07:00

Hofele unveils a mild facelift of the pre-facelift Porsche Cayenne (955). A number of OEM parts have been installed to facilitate this look which combines Turbo and GTS expressions. These include front Cayenne Turbo indicators, central mesh, mesh on the left and right as well as a Turbo air guide. The tuner prefers the installation of air streamers on the central part of the front bumper for Turbo and Turbo S models. For the normal Cayenne and Cayenne S this feature is merely recommended.

Owners of the pre-facelift Cayenne could choose to use their existing fog lamps with the new bumper. Front fenders and headlights remain the same. The Porsche logo does not come with the package but can be optionally placed on the new bumper.

The new rear look is suitable for cars with or without PDC. It consists of Hofele double tailpipes and a lower metal bumper bracket. Even with these changes the original taillights and the upper bumper part of the 955 will stay as they are. The tailpipes are made of steel, they have a 100mm inner radius and a 90mm outer radius. Heat resistant Composite Compound-Polyester-material with Carbon / Kevlar inlays is used.

[Source: Hofele]

First Drive: 2010 Land Rover LR4

2009-08-11T08:23:00.000-07:00

The secret to a successful vehicle launch event, in addition to offering all-day access to food and nightly binge drinking, is scheduling events that help put the hack journo in the mindset of the vehicle's target customer. For the launch of Land Rover's heavily freshened Land Rover LR3, rechristened LR4, the itinerary included an opulent dinner with his Grace, the 10th Duke of Roxburghe (say ROX-bruh), at his residence, Floors Castle in southeast Scotland. Owing to the go-anywhere nature of the brand, we dressed up in carry-on-wrinkled Yank interpretations of appropriate attire, boarded our dapper Landies, and set out along the historic carriage approach to the castle, which fords the River Tweed. Water that would have been just above knee high on a horse and well below the floor of a proper carriage lapped midway up the doors and submerged the new proximity-view cameras mounted in the front bumper, affording us a salmon's-eye view. It was also moving swiftly enough to push the 5850-pound Rovers just a bit downstream.

It's probably not for lack of imagination that no such dramatic dinner commutes have been attempted on launches of similarly upper-crusty German or Japanese SUVs.

Land Rover arguably holds the high ground among serious off-roading luxury 'utes, and the Discovery-now dubbed LR4 in America and the Mideast-is its most versatile model. For 2010, its performance envelope is increased with the addition of a vastly higher-performing new 5.0-liter V-8, myriad driveline revisions, improvements to the renowned Terrain Response System, and a vastly upgraded interior. A brand new electrical architecture shared with Range Rover and Range Rover Sport models (and future Jags as well), lays the groundwork for current and future comfort, convenience and safety technologies. So while the exterior revisions appear modest, this is indeed a very new vehicle.

The 11-percent-larger naturally aspirated V-8 bumps power by 25 percent and torque by 19 (to 375 hp and lb-ft) by utilizing direct fuel injection and a sophisticated new variable valve timing system that leverages natural variations in camshaft torque that occur as each lobe approaches and passes the point of maximum valve lift. These tiny fluctuations are captured hydraulically and used to rotate the cams, instead of drawing pressure from the engine oil pump. These technologies boost performance and economy, and other efficiencies like earlier torque-converter lockup, lower rolling-resistance 19-inch tires, and aerodynamic improvements are expected to result in unchanged EPA city/highway fuel economy of 12/17 mpg.

Of course, adding this much power without a commensurate chassis upgrade would have been like hitching Seabiscuit and Citation to that 19th century carriage. Changes to the suspension knuckles revise the geometry in such a way as to bring the vehicle's center of roll to within a couple inches of passing through the center of gravity. The closer these are to each other the less tippy a vehicle feels. A larger front anti-roll bar curbs body roll even further. Front brake discs are almost an inch larger than before and the rear calipers are now aluminum.

But the real joy of owning a Land Rover is the ability to head off in practically any direction a horseback rider could, and the go-anywhere improvements include a new sand-mode launch control that helps accelerate from a stop without digging in, and more responsive traction and anti-lock control in "rock-crawl" mode to prevent a wheel rolling the wrong direction while maneuvering on boulders. Gradient Release Control releases the brakes more gradually to bring the vehicle from a stop up to the programmed Hill Descent Control speed on a steep grade.

Interior and exterior revisions are aimed at making the LR4 look and feel more expensive (prices are expected to rise about 3.5 percent), hence the black plastic exterior cladding goes body color and the front and rear lighting includes jewellike LEDs. Inside it's all ambient lighting, soft-touch surfaces, and available premium leather with stitching of Range-Rover quality. Wood accents the console and doors, and there are fewer buttons controlling more features. Things like 360-degree camera views that aid in parking and off-road maneuvering plus hitch guidance and trailer-maneuvering assistance, high-beam assist, keyless entry and starting, and available Harmon-Kardon audio with HD radio and iPod/USB stick/aux-jack inputs.

Our drive from Edinburgh to the Duke's crib included a mix of freeway, twisty, and hilly roads, on which the LR4 exhibited a carriage-to-chariot level improvement in acceleration feel, with way more midrange punch and a more pleasing engine note. We know better than to expect much steering feel from a dedicated off-roader (that extremely geared-to-the-road feel can tend to result in kickback that could take a thumb off when you're rock-climbing), but the effort and weighting feels about right. Anyone who values on-road dynamics and never plans to venture off pavement should shop BMW, Audi, or Mercedes.

Rubicon-running Camp Jeep regulars ready to do some social climbing to the Land Rover Experience will appreciate the upgrade in the ride comfort and cornering departments. They're likely to be impressed with what the Terrain Response electronics allow this long, heavy truck to do on street-biased tires, and they'll surely enjoy being able to use cameras to monitor the precise placement of the front tires, to see how close the bodywork is to encroaching rocks and obstacles, and to search for fish in the River Tweed. Crawling around on the Floors Castle grounds we were again struck by degree of precision with which Land Rover products can be placed. The throttle mapping in the off-road modes is very gradual, the brake modulation permits rolling a tire off a boulder and tiptoeing it down onto the ground, all of which makes "treading lightly" easier in a Rover than in most factory original rock-hoppers.

Our most serious misgivings are on the reliability front, especially as concerns the new electrical architecture. We were admittedly driving early vehicles, but the LR4 on hand to demonstrate the new trailer-tow functions experienced a fault in that very system and the driver seat of one test vehicle refused to power all the way forward. Another model had the nav system suddenly stop navigating at a critical intersection (simply reentering the destination got it back up and running). Fixes are underway for the above issues, but might other teething problems await? Probably. But there's a comprehensive four-year/50,000-mile safety net in place, and if your dealer gives you any flack, just tell him you're a friend of a friend of the Duke's.

[source:MotorTrend]

First Drive: 2010 Nissan 370Z Roadster

2009-08-11T08:22:00.000-07:00

Not everyone was a fan of the 2004-09 Nissan 350Z Roadster. The styling was clunky. There was too much chassis flex. It felt heavy. The interior was too low rent. It was noisy inside. The convertible top was unlined and made of cheapish-looking canvas/vinyl stuff.

We'd like to think that Nissan had our gripe list in hand when conceiving and crafting the new 370Z Roadster, but likely not. They just read the tea leaves, fixed everything up, and then threw in some bonus tracks for good measure. The body is more curvaceous and better proportioned. The top is longer, more elegant, lined, and trimmed in a richer cloth. The Z's underguts are structurally stiffer, which makes for more precise suspension tuning, and no squeaks or rattles. The interior has gone upmarket. Bonuses: More power, less weight, and a base price increase of just a hundred bucks.

By now you've read all the stories on how and where the 370Z is different and generally better than the previous gen 350. In summary, it is 2.7-inches shorter overall, riding atop 3.9-inches less wheelbase. Front track is up a half inch, rear track is up 2.2 inches, and overall width increases 1.3 inches. All in, it's shorter, squatter, and more of the visual mass is moved to the rear. And don't ya just love the hips on this thing.

The familiar Nissan VQ-family 3.5-liter V-6 gives way to a 3.7-liter version cranking out 26 more horsepower than before. Transmission choices are strictly high-tech. Standard is a six-speed manual with Nissan's magical SynchroRev Match capability (more in a bit), optional is a seven-speed automatic trans with adaptive shift control, manual mode, and shifter paddles on the steering wheel. The interior remains a driver-centric environment, but the materials choices and design are a cut above the old car's. Best news of all: overall weight goes down, about 150 pounds in the case the 370 vs. 350Z Roadster model. When was the last time you heard of a newer model with more equipment weighing less than the car it replaced?

The morphing of coupe into roadster is anything but a backyard chop job. As mentioned, the new top stack, made by Magna in Germany, is a much higher quality piece. It's lined, and there are no bows or structure visible inside. It's a one-touch deal, and will fully raise or lower in less time than it takes for the light to go from red to green. The old top resembled a football helmet, but this one touches down further back on the rear deck for a longer, sleeker appearance. It's neatly self-covering, with the hard tonneau nicely integrated into the design. Two roll-hoops just aft of the seats look good too, and there's a glass wind-blocker fixed between them. Not going with a retractable metal hardtop saved cost, weight, and complexity. And since the soft-top fits in a small binnacle just behind the seats, there's still a usable trunk.

Heated and ventilated seats are standard; darn handy in a roadster, although the fans for the seat coolers hiss too noisily. Suede inserts on the console and door panels are standard on the Roadster. The top can be raised and lowered from outside the car, using Nissan's new I-Key function, which will be rolling out on other models soon. Don't make fun of the Roadster's longish, deck-mounted radio antenna. It needed to be this height in order to meet Nissan's radio reception quality requirements. But you'll be able to buy a shorter version of it from your dealer, should you wish to sacrifice some AM reception in the name of style.

You can't stack many bowling balls on a bed of Jello. The new Z Roadster's front body section is 49% stiffer torsionally and 10% improved in terms of resistance to bending. The rear body's torsional rigidity is up 45 percent, with 60 percent more resistance to lateral bending. This is huge (sort of makes you wonder how they approved the last one...). The stronger platform means the suspension can be tuned with much greater precision. The other positive byproduct is a whole lot less cowl shake and body shudder when you're on rough, undulating surfaces, or run over a railroad crossing at an angle. We pounded the Z over our favorite really crappy road -- one that will set nearly any car awiggle -- and came away impressed. The worst of it sent one small shock through the structure, but it's nothing objectionable, and a big improvement over the old model. The 370 is now at least on par with a Boxster, one of the best in this area.

Forgetting the hardware and focusing on the drive, this thing is a sunny day blast. The 332-horse motor has got power everywhere, with a fairly linear delivery. The shifter is short, precise, and the tranny's gear ratios are well matched to the power curve. The Rev Match thing is magic stuff. Thumb the button that's imprinted with the shift pattern to activate it (this function has memory, so you don't have to turn it on again after each restart). Then, just hit the clutch and downshift. The computer gives you a Schumacher-quality, rev-matched throttle blip. Think of it as heel-and-toe-by-wire. The old 350's driver inputs felt artificially heavy. The 370's are still meaty, but better balanced. Nicely weighted steering also has good feel, and communication with the front tires. The brakes respond strongly and with a firm, easy to modulate pedal.

Our tester had the optional forged alloy 19-inch rolling stock. That means a pretty firm ride, but it's not over the top (the suspension can be tuned for increased compliance because of the stiffer chassis), and hey, this is a real sports car, not a limo. On the plus side is quick steering and handling response, less body roll than before, and plenty of grip. The new seats are comfortable, and grip you firmly without punishing. Wind noise is commendably low too, with normal conversation still easy at 70 mph with minimal-to-average wind buffeting. Schedules did not permit us to track test the roadster, but we suspect its numbers will be very close to that of the coupe's.

We have issues with the 370Z, and most of them translate to the Roadster. The new 3.7-liter engine has all kinds of power, but sounds harsh and grainy, lacking the sweetness of the old 3.5. Hold the revs at 5000, and it'll vibrate your fillings. We don't notice this problem in the Infiniti G37S coupe, so more NVH work is needed. And the good noise that you get out of the G37 -- the wonderful warble issued by its exhaust pipes -- is too subdued in the Z. The accessory power point is located on the passenger side of the cockpit, below the glove box, at about shin level. Why not put one in the console, were it can be reached without bending over double? The 370's exterior styling is an improvement over the 350s, but the headlight and taillight clusters are over styled. And the hard-to-read, LED fuel/temp/computer readout gauge is another case of function following form.

Track rats will still go for the Z coupe. It weighs less and offers an even stiffer chassis platform. But the Roadster gives up commendably little in terms of performance, and adds all that open air driving pleasure. Did we mention that the base MSRP goes up just $100? Guess we did, but it's worth repeating, because the 370Z Roadster is a much, much improved car for just a measly C-Note.

If you liked the last one, you'll love this even more. If you didn't, it's absolutely time to reconsider.

[source:MotorTrend]

Porsche unveils facelifted 2010 911 Turbo packing 500 horsepower

2009-08-11T08:17:00.000-07:00

As we've discussed, the current Porsche Turbo is much too slow. Rather than let the aftermarket have all the glory, Porsche has decided to up the Turbo's performance for 2010. But not just in terms of power. Egged on no doubt by the pesky Nissan GT-R, Porsche is performing a complete character change for their newest Turbo, including less weight, RWD bias and a more sporting character.

The big news is of course the engine. Goodbye 3.6-liter six, it's been fun. Hello 3.8-liter directed injected flat-six from the Carrera S. Coupled to two variable-vane turbos, power is now 500 hp. And because it's direct injected, mileage increases from 22.1 mpg to 24.1 mpg with the manual. Should you opt for Porsche's 7-speed Doppelkupplungsgetriebe (dual-clutch) gearbox, mileage improves from the old Tiptronic's 20.8 mpg to a very impressive 24.8 mpg. Also gone (kinda) are the silly dual-action faux-paddle shifters. Replacing them are F1 style right-is-up, left-is-down wheel-mounted paddles -- a welcome improvement, though we'd still prefer column-mounted shifters like on Ferraris and Godzilla. And you can still opt for the inferior dual-action buttons if you like.

The fun continues with a reprogrammed Porsche Traction Management system that distributes torque between the front and rear differentials via an electric multi-plate clutch. Still not convinced? The PSM (Porsche Stability Management) has been re-calibrated to provide more thrills. New RS Spyder rims are also available to decrease unsprung weight. In a word, yes please.

Pricing is listed for the coupe and cabriolet at $132,800 and $143,800 respectively, with an on-sale date of November 2009 in Germany and January 2010 here in the United States. We'll get a first glimpse of the new Turbo this September at the Frankfurt Auto Show. Until then, read the full press release after the jump.

Stuttgart. Dr. Ing. h.c. F. Porsche AG, Stuttgart, is proudly presenting a new top model at the pinnacle of its broad range of production sports cars: The new Porsche 911 Turbo combines far-reaching innovations in technology with fine tuning and supreme refinement in design. All key features of this high-performance sports car have been significantly improved, the new 911 Turbo combining a substantial improvement in fuel efficiency and lower weight with more power, even higher speed, and enhanced driving dynamics.

Particularly in terms of fuel economy and dynamic performance, the new top-of-the-range 911 from Zuffenhausen now stands out even more than before from its competitors in the market. Porsche's new top model will be presented to the public for the first time at the Frankfurt Motor Show from 17 - 27 September.

The heart and highlight of the seventh generation of the Turbo is the new power unit displacing 3.8 litres and delivering maximum output of 500 bhp (368 kW). The first entirely new engine in the 35-year-history of the Turbo comes with features such as Direct Fuel Injection and Porsche's exclusive turbocharger with variable turbine geometry on a gasoline power unit. And as an option, the new six-cylinder may be combined for the first time with Porsche's seven-speed PDK Doppelkupplungsgetriebe (Double-Clutch Gearbox).

Models equipped with PDK are also available with a new, optional three-spoke steering wheel with gearshift paddles as an alternative to the standard steering wheel with its proven shift buttons. Fitted firmly on the steering wheel, the right paddle is for shifting up, the left paddle for shifting down. In conjunction with the optional Sport Chrono Package Turbo both the gearshift paddle and the PDK steering wheel with its shift buttons come with integrated displays for Launch Control and the Sport/Sport Plus mode, which are however designed differently on the two steering wheels.

The combination of PDK, Direct Fuel Injection and turbocharging ensures an unprecedented standard of efficiency, agility, responsiveness and performance, the Porsche 911 Turbo reducing CO2 emissions versus its predecessor by almost 18 per cent and therefore ranking unique in its segment also in this respect. Depending on the configuration of the car, the new top model requires just 11.4 - 11.7 ltr/100 km (equal to 24.8 - 24.1 mpg imp) under the EU5 standard. And unlike most other cars in its segment, the new Turbo remains even further below the crucial level of fuel consumption for gas guzzler tax in the USA, the special tax imposed on cars with substantial fuel consumption. All this despite acceleration to 100 km/h in 3.4 seconds. Top speed, in turn, is 312 km/h or 194 mph.

The Turbo driver of the future will also enjoy a further improvement in driving dynamics, detailed enhancement of PTM fullycontrolled all-wheel drive and PSM Porsche Stability Management being further supported by new PTV Porsche Torque Vectoring available as an option. This makes the car even more agile and precise in its steering for an even higher level of driving pleasure.

Sales of the new Porsche 911 Turbo in both Coupé and Cabriolet guise are starting in Germany on 21 November 2009. The Euro base price without value-added tax and national specifications is Euro 122,400.- for the Coupé and Euro 131,800.- for the Cabriolet. The gross retail price in Germany, therefore, is Euro 145,871.- for the Coupé and Euro 157,057.- for the Cabriolet, in each case including 19% value-added tax and national specifications.

[Source: Porsche]

Review: 2010 Mazda3 a tale of two Mazdas

2009-07-31T09:45:00.000-07:00

We can't talk about the new Mazda3 without lovingly gushing over the old Mazda3. Introduced in 2003 and produced until this year, the first generation was a segment buster. For about the same coin as its competitors, the Mazda3 gave you more: More sportiness, more refinement, more space and, being a Mazda, more reliability. The Mazda3 was just a better car. And of course there was the beloved MazdaSpeed3 – aka lightning in a reasonably-priced bottle. For 2010, Mazda has built a new, slightly larger 3 packed with polarizing styling, a bigger engine and more creature comforts. But will the new car bust the segment like its predecessor did?

In our First Drive, we mentioned the styling and how it's either a love it or gag on it proposition. Like many contemporary cars, the new Mazda3 has such complicated surfaces that when seen two-dimensionally via a computer screen, much of the subtlety is lost. Porsche's new Panamera shares a similar fate. In real life, the new Mazda is both flowing and cut. Of course, the big news is the grinning proboscis, which you either love, hate or love to hate. Again, we found it much more acceptable in real life than in photographs, but as with all things aesthetic, your mileage will vary.

We tested two Mazda3s, a 2.0-liter "i" sedan and a 2.5-liter "s" sedan. In other words, no five-door. As far as chunky little sedans go, with its new mega-mouth and stubby trunk, the Mazda3 shares a passing resemblance to the Mitsubishi EVO X – that's no bad thing. One aspect we particularly dig are the headlights. They're complicated yet elegant and finely shaped. Some reviews have pointed out the the clear taillights are pretty seven years ago, but we think they look fine. And Mazda did an excellent job with the wing mirrors.

Inside is a darker story. If you've ever found yourself inside a 1980s BMW, you get the idea. Lots of black and a bit of red. Darth Vader would feel right at home. The deep set gauges are inspired from the old car, but we're happy to report they're much more legible. The little 3 now comes with a nav screen (if you get the Grand Touring package), but it's the size of a credit card and hardly worth getting. Also, you can only map stuff with the steering wheel buttons, so its not very useful, either. The Grand Touring package adds all sorts of other luxury amenities including heated seats, dual zone climate, XM/Sirius radio and a quarter acre of leather. But it also burdens the steering wheel with 15 buttons.

Now we come to the transmissions. Our 2.0-liter "i" came with a five-speed automatic. It works just fine, but if you're craving any sort of sportiness from your three, you'd be much better served the five-speed manual. The autobox is simply a mechanical downer. Our 2.5-liter "s" tester came with a six-speed manual, and while we've long been a fan of Mazda's manuals (particularly the stellar 'boxes fitted to the RX-8 and MX-5), sadly, we were thoroughly underwhelmed by the quality of the row-your-own tranny in the new 3. It just felt floppy. The throws are old-school long, akin to a '70s Corvette, and the shifter comes off as chintzy. The "leather" shroud conceals a curved piece of metal where it's been spot welded to the bottom of the knob, and while that's hardly a deal breaker, we simply expect more from Mazda. Tumbleweed.

Our decadently optioned Grand Sport came in at $25,115, and now you're in WRX territory.
On the road, the tale of two engines isn't as different as you might think. Obviously the 2.0-liter "i" mill is aimed at the budget-minded consumer. It's 148 hp and 135 lb-ft of torque move it around and... that's about it. We would have liked to try wringing this motor out with a manual, but didn't get the chance. For those on a budget or worried about miles per gallon, this is your Mazda3 motor. The sad news is that those looking for some get up and go in the compact class, the 2.5-liter "s" motor isn't the answer. Yes, it's bigger and makes some more power (167 hp and 168 lb-ft of torque), but on the road there isn't very much difference. Considering the Subaru Impreza's naturally aspirated 2.5-liter boxer-four makes 170 ponies and 170 torques, yet the 2.5i Premium starts $1,000 cheaper than the s Mazda3 – $18,495 versus $19,490 – choosing the 2010 Mazda3 over the Subie becomes even more difficult. Thrown in the fact that our decadently optioned Grand Sport came in at $25,115, and now you're in WRX territory.

It's obvious at this point that after a week with the "i" and a few days with the "s", we simply weren't feeling the new Mazda3. Both cars' saving grace is the eager to boogie steering. Regardless of engine/transmission, turning the 3's wheel feels fabulous. Like nearly all Mazda's, the brands sporting DNA shines the brightest through the suspension. The parts aren't novel – MacPherson struts with coilovers up front and multilink coilovers behind – but it's all tuned brilliantly. Maybe then, the key to the 3's salvation lay up in the hills? Off to the canyons we went.

We selected Glendora Canyon – a wonderful, curve-imbued 20-mile blast – to put the 2010 Mazda3 through its paces. We set off with a friend's Hyundai Elantra in hot pursuit. First of all, pounding the holy snot out of (relatively) underpowered cars is a very underrated endeavor. Because the limits are so low, you can reach them quickly (red line in third gear, why not?), and because the chassis are modern the (safety) first tendency is always to understeer. Unlike a Viper, little cars aren't actively out to kill you.

As suspected, up in the canyons is where the Mazda3 came alive. Speeds rarely crested 45 mph, but even still the 3 flowed from one curve to the next. The new 2010s come standard with stability control, which we left off for the entire run – it simply wasn't needed. Aside from the aforementioned understeer, there isn't any bad behavior. There's even enough torque to let the engine do most of the braking for you. This prevented us from riding the grippy 11.8-inch front and 11-inch rear disks into flaming oblivion. Case in point: At the bottom of the mountain the Hyundai's brakes sat and smoked for a good five minutes while the Mazda looked as if it had been strolling through a park.

Without question, the old Mazda3 was the best car in its segment. Luckily for the new model, it's a pretty weak segment. Aside from the nearly-absurd price of our Grand Touring test car, there's nothing glaringly bad about the new 3. But unlike the old car, there's nothing too great about it either. Still, minus a few options and/or trim levels, this is a vehicle that many people will purchase and happily own for years to come. The 2010 Mazda3 will undoubtedly remain the go-to choice for non-pistonhead family members, but for those of us craving more from our compact runabouts, we're keeping our fingers crossed for the 2011 Mazdaspeed3.

2010 Chevrolet Camaro Transformers Special Edition

2009-07-31T09:43:00.000-07:00

Chevy used the Comic-Con festival in San Diego to launch their new limited edition Transformers Camaro.

The special edition features "Autobot" logos on the front quarter panels, wheel caps, and center console. Other design touches include a Rally Yellow exterior, branded sill plates, and a Transformers logo embedded in the black rally stripes on the hood.

According to Samantha Lomow, Global Brand Leader for Transformers at Hasbro, "Hasbro is thrilled to team up with Chevrolet and excited to see the Camaro Transformers Special Edition come to market for our fans to enjoy. The yellow Camaro with the black stripes has become so iconic and closely associated with the Bumblebee character that this edition was a natural fit for both companies."

Priced from $995, the Transformers package is available on all Chevrolet Camaros.

[Source: GM ]

Engineering Drive: 2010 Bentley Continental Supersports

2009-07-31T09:42:00.000-07:00

Just weeks from now, Bentley will unveil its replacement for the Arnage, a rival to the Rolls-Royce Phantom. Yet at the other end of Bentley's spectrum, the new Continental Supersports is claimed to be a rival to the Ferrari 599.

Ferrari 599? That's a bold claim. The Supersports is, after all, a derivative of the Continental GT -- an overweight four-seat GT, not a lithe supercar. Well yes, but after an "engineering drive" of a late prototype, we can confirm the Continental Supersports has come a long way from your garden-variety Continental GT.

A rework of the twin-turbo engine sees peak power rise to 621 horsepower. The torque rises seven percent to 590 pound-feet, developed on a level line from 2500 rpm to 4000. And the engine doesn't have such a hard job: vehicle weight has fallen by 242 pounds.

The biggest slim-fast aids are the front seats, a pair of Bentley-upholstered Sparco carbon fiber shells. They have recline and reach adjustments -- non-electric -- but to move them in any other direction means the use of a wrench. Besides, there's no rear seat. Instead, it's a baggage bench with carbon-fiber retaining member.

The interior might be lighter but it's still pretty plush. If your bags are used to an aircraft hold, they'll enjoy reclining on the ultrasoft quilted Alcantara in the rear cabin of the Supersports. Up front, the driver enjoys new instrument faces, styled to recall the clocks on the first 100-mph Bentley, the 1925 Supersports.

Carbon brakes are standard, as are extra-lightweight wheels, and the front suspension gets aluminum lower leading links (the other three links and the uprights were aluminum anyway). This is not just weight, but unsprung weight. And in the case of the wheels and brake rotors, rotating weight. Well worth losing.

All of which means the 0-60 mph figure is now a brutal 3.7 seconds, without rollout. And top speed rises to 204 mph. To keep the engine cool and boost power, there are vast intercooler intakes at the lower corners of the front clip. New hood vents help extract the enormous gusts of hot air. The rear wheels have more offset than on the base Continental, so the rack is wider, necessitating different rear fender pressings.

Dr Ulrich Eichhorn, Bentley's engineering director, takes the driving seat first as we leave the historic factory in Crewe, in England's North West. The car's deep, soft, slightly syncopated W-12 beat is more prominent than usual -- its tailpipes are bigger and the rear of the car carries less soundproofing as well as missing the absorbent rear seat. We like this noise. There's a bit more tire roar too but this is still a civilized car.

Eichhorn is a swift, clean, and decisive driver. We're soon out into the twisting English roads, with their unpredictable second- and third-gear curves and treacherous wet and bumpy surfaces. We are not hanging about. He demonstrates the car's marvelously disciplined body control as it dips and crests.

The acceleration is properly urgent. Upshifts through the six-speed autobox are accompanied by a fusillade of backfires: It's a new quickshift strategy that engages each new ratio in half the time, and cuts just the ignition not the fueling.

Eichhorn floors the throttle in a tight curve and shows how the tail will loosen up, thanks to a more rear-biased Torsen center differential. But normally the car just seems to magnetize itself to each apex.

We swap places. First thing to be noticed from the driver's seat is the sharpness of the steering. The rack is revised, but so is the electronic damper strategy, so the roll rate is better controlled, and the car scythes into a curve with progression, directness, and reassurance. Eichhorn also says that the yaw center has been moved forward -- the car "turns around the driver." That wasn't possible before because he says it would seem upsetting to rear passengers.

And yes, the car is inclined to steer on the throttle a little. It has been raining hard by the time MT gets to drive, and the traction is immense, helped by the wider rear tread. But more notable is that you can get on the throttle early in a bend and the car pulls itself to the apex rather than understeering away from it, its looser ESP calibration keeping the boost up nicely.

So what about those Ferrari comparisons then? Well, because the Supersports is so capable in the wet and the 599 can so easily overwhelm its rear tires in those conditions, I'm sure the Bentley would have been quicker on the day, and easier to drive thanks to its immense torque. But the Supersports is still more than half a ton heavier than the Ferrari. It wears its pounds well, but not that well.

On the other hand, its air suspension means the Supersports driver can alter the spring rates and the damping, so when switched to comfort mode this is an unusually cosseting sports car for the daily commute.

And a low-guilt one. The Supersports is Bentley's first E85-capable car, and it was an extensive engine calibration job to get it there. It can run on any mixture from E0 to E85 with no change in power. Bentley will offer this capability as standard across its fleet by 2012.

So the fastest-ever Bentley is the greenest-ever Bentley. Eichhorn felt it important to launch in this way, showing that the two aims aren't entirely irreconcilable.

[source:MotorTrend]

First Drive: 2010 Ford Flex EcoBoost

2009-07-17T07:25:00.000-07:00

Introducing a new engine a couple years after a vehicle goes on sale isn't all that unusual. But, only one year after the Ford Flex first came out, there are several updates and upgrades for the 2010 model that make this nearly the equivalent of a mid-cycle refresh -- and this was a strong vehicle to begin with, not one already begging for improvements.

The big news is that there are now two engine options: the 262-horse, 3.5-liter Duratec 35 V-6, last year's only source of power in the Flex, is now the base engine. (Those who buy the SE or front-drive SEL or Limited get the Duratec.) As far as base engines go, this one's no slouch, getting the Flex to 60 mph in 8.5 seconds. Optional motivation is now provided by a 355-horsepower, 3.5-liter EcoBoost twin-turbo direct-injection V-6 (essentially the same configuration that's made its way into the Lincoln MKS and MKT). It also offers 350 pound-feet of torque at an impressive 1500 rpm, with a fairly flat torque curve. Ford gave an "about" 7.0-second 0-to-60-mph acceleration time for the Flex with EcoBoost. Shows what 93 extra horses will do.

This engine serves as the premium option, available only with all-wheel drive and it's an option only in the SEL or Limited. This means someone who wants a front-drive Flex can get one for as little as $29,270, but the least expensive Flex with EcoBoost is an AWD SEL, costing $36,890. The EcoBoost sits in the engine lineup where an optional V-8 would've been -- except unlike stepping up to the added power of a V-8 from, say, a V-6, there is no fuel-economy penalty, and it'll run on regular gas. Whether Flex buyers choose the Duratec or EcoBoost, AWD Flexes get 16 mpg city and 22 on the highway. (Front-drive models get 17/24 mpg.)The Duratec's six-speed automatic remains unchanged, but the version backing the EcoBoost was strengthened to handle the increased torque. Addressing complaints of only having the choice of "D" or "L" with the Duratec, the EcoBoost's transmission comes with paddle shifters accessed through a manual mode on the floor-mounted shifter. Both six-speeds have identical gear ratios.

The new engine is surprisingly smooth and does a fantastic job of getting the crossover up to speed. The EcoBoost achieves this with a feeling of confidence and strength like a V-8, and with very little of the whine or lag you'd typically associate with a turbocharged engine. The paddle shifters came in handy on grades and when passing slower vehicles and is something we hope Flex owners will use. And 93 additional horses more than makes up for the EcoBoost's 4800-pound base curb weight.

For a sportier feel, Ford engineers made some adjustments to the suspension tuning and dropped the ride height by 10 mm. The biggest weakness here, though, is with the electric power steering, which does not provide enough feedback to the driver. But with that downside come several new features that may make up for the compromise.

For example, it does provide a feature for those who tow, which should help with one of Ford's big goals with the Flex. Ford wants to take advantage of the fact that buyers are moving away from full-size SUVs to smaller, more efficient vehicles. Ford's goal is to lure those who want better fuel economy than a full-size can offer but who still want power and towing capacity -- as long as they're towing less than 4500 pounds, which is the max tow capacity for the Flex. The electric power steering uses pull-drift compensation that helps offset the effects of a heavy crosswind, which would come in especially handy with a trailer in tow. It works behind the scenes, so all a driver would observe is that the vehicle isn't pushed into another lane in high winds.

For would-be luggers, whether driving a Flex with Duratec or EcoBoost, a Class III trailer tow package is available, and that package comes standard with trailer sway control. We towed 2500 pounds of personal watercraft behind a Flex Limited, and it felt quite confident, with no noticeable sway.

The electric steering also means another new-for-2010 feature comes to the Flex: active park assist. This system uses ultrasonic sensors to determine whether a space is large enough for the Flex to parallel park in, and then does the job for you. You control throttle and brake; it does the rest.

It's fairly intuitive, and gets the Flex close to the curb without hitting it, but it wouldn't be a bad idea for dealers to show their customers how to use the system. (Push the button on the lower left side of the center stack, watching for information below the gauge cluster. Drive forward until you see that the system sees a space that's big enough, put the Flex in Reverse, and take your hands off the wheel. Accelerate and brake as you see fit and put the Flex in Drive and Reverse when the system suggests it so you can finish parking.) Parking is faster than with other systems like this and works quite well.

The interior of the three-row cabin was already one of Ford's finest, with excellent headroom, deep, cushy seats, and excellent soft-touch surfaces on the doors and dash. It also continues to offer great options such as Sync, the refrigerated console, and 110-volt inverter. Of the few changes that were made, the biggest was in response to customer complaints that the steering wheel tilted, but didn't telescope. That has been fixed for 2010. As is the case with the interior, exterior styling also remains relatively unchanged, with the exception of a new 20-inch wheel option.

Ford has committed to a strategy where several vehicles start with the same foundation yet end up with unique personalities and styling. (Note how different the styling of the Lincoln MKT is from that of the platform-sharing Flex.)

This philosophy allows the company to produce vehicles more efficiently without badge engineering and allows the company to respond more quickly to customer input. This is how Ford was able to do so much to the Flex in only a year and managed to make this crossover a viable alternative to a full-size SUV for those who aren't doing hard-core hauling. And the combination of power, efficiency, and capability puts the Flex among the best in its class.

First Drive: 2010 BMW X6 M - Bimmer builds a highrider GT-R

2009-07-17T07:22:00.000-07:00

M aficionados take note: The 2010 BMW X6 M (and yet-to-be-tested X5 M) represents the most dramatic shift in BMW's Motorsport division since its inception – and it's not because they're the first crossovers branded with the tri-tone "M" badge. This high-riding duo are the first M machines ever to be equipped with all-wheel drive. The first fitted exclusively with an automatic transmission. And the first (and surely not the last) to pack a pair of turbochargers. M has evolved, but BMW hasn't lost the plot – it's completely rewritten the screenplay, added Michael Bay firepower and harnessed the electronic might of a supercomputer farm to tie it all together.

Purists have decried that "X" and "M" sharing a bootlid is the death of the brand, but these newest additions are just the latest in a long string of M-badged expansions. The brand's original intent – producing homologation specials tailored to die-hard enthusiasts – underwent its first conniption-inducing phase when BMW introduced the E30 BMW M3 Convertible. Devotees cried foul, but amazingly, the brand not only survived, it thrived. Similar (if less vocal) protests were heard when the six-equipped E36 model debuted, followed by the E46 and the latest V8-powered model.

While that broken record is wearing thin, there's no doubt that the M brand is completely unrecognizable two decades later. It's moved beyond motorsport to bring power, agility and engagement to the masses through BMW's bread-and-butter models. And in the case of its fire-breathing SUVs (errr... SAVs), it's a story we've seen played out by another German automaker and its controversial introduction of a high-performance 'ute. We know how well that turned out, and now we know this: the X6 M has the goods to dominate its aging competition from Stuttgart – even if BMW doesn't want us to draw comparisons.

Packing a reworked version of the 4.4-liter twin-turbocharged V8 initially fitted to the X6 xDrive50i and later on the 2009 7 Series, the S63B44 has been tuned to deliver 555 hp at 6,000 rpm (five horsepower more than the Cayenne Turbo S – oops, we did it again) and 501 lb-ft of twist from an oh-so-low 1,500 rpm all the way through to 5,650 rpm. The party ends at 7,000 RPM, but outputs only tell a fraction of the tale.

An ingenious (and patented) exhaust manifold lies between the engine's two cylinder banks, shuttling spent hydrocarbons through four individual exhaust runners, then two tuned tubes feeding a duo of twin-scroll turbos. With a compression ratio of 9.3:1, peak boost of 7.3 psi and precise pulses of exhaust gas keeping the turbos perpetually on boil, the X6 M nearly eliminates any hint of turbo lag and sets a new bar for force-fed throttle response.

This V8 is the quickest, most linear turbocharged engine we've ever tested.
BMW claims a 0 to 60 mph run of 4.5 seconds (without launch control) and we have little doubt it's more than capable of shaving a tenth or two from that figure depending on the testing method. But straight-line performance aside, this V8 is among the quickest, most linear turbocharged engines we've ever tested and the transmission delivers shifts nearly on par with the world's best dual-clutch gearboxes.

The six-speed auto 'box is a mildly reworked variant of the ZF unit found on the standard X6, and in either automatic or manual modes, the tweaked six-speed has found a soul-mate with the twin-turbo'd V8. The amount of programming that's gone into delivering seamless shifts boggles the mind, specifically the ECU's ability – in Sport mode – to cut ignition to one cylinder while locking the torque converter to deliver a completely imperceptible suspension of torque.

Although the shifts aren't nearly as impressive when the awkward but adaptable transmission stalk is set to Auto, the steering wheel-mounted paddles are laid out as God intended – upshift on the right and downshift on the left – and they are easily snatched for passing power on demand. To lay into the throttle in Auto mode is to take a beat and feel your kidneys wrap around your spine as all four wheels grapple the tarmac and a muted, aggressive howl erupts from the quad-tipped exhaust.

You've been waiting patiently for it: 5,324 pounds.
While the transmission is excellent and the engine is beyond reproach, the all-wheel drive system and its assorted acronyms prove BMW has signed a pact with the Devil – one that cuts both ways and doesn't include a trip to Jenny Craig.

Originally fitted to the X6, the AWD system features BMW's torque-vectoring Dynamic Performance Control (DPC) which shuffles power between the rear wheels to maintain a constant cornering attitude no matter the conditions. It's unobtrusive and highly adaptable, accelerating the inside rear wheel when it detects oversteer, delivering more grunt to the outside rear wheel to keep understeer at bay, or sending the majority of the power to the rear wheels when nailing the long pedal in a straight line. Navigate to the vehicle settings page in the (much improved) iDrive system and passengers can see exactly which wheels are getting precisely measured delivery of torque. But it's best to avoid the desire to stare at the display, as the next corner presents itself a quickness... and you've got an unwieldy amount of mass to manhandle into submission.

When the time comes to turn, the X6 M's natural tendency is towards understeer. Set to Sport, the Electronic Damping Control (EDC) and Active Roll Stabilization (ARS) do their best to mitigate the effects under load, and with a double-wishbone front and multi-link rear suspension dropped by half-an-inch and fitted with stiffer bushings, body roll is all but eliminated.

Hit the "M" button on the steering wheel, and with M Dynamic Mode (MDM) engaged, the ghosts in the machine allow for a limited amount of rear slip. Defeat the traction control completely – as we did after a hot-lap with the head of BMW's suspension development – and the X6 M's attitude changes ever-so-slightly, allowing for greater slip angles that won't set the fastest laps, but leave you cackling like a demented five-year-old with a gross of firecrackers.

There's a twisted appeal to piloting a crossover at triple-digits speeds then chucking it into a 90-degree left-hander.
Despite the electrowizardry adding an extra layer of anesthetic to the experience, there's a twisted appeal to be had in piloting a high-riding crossover with an elevated seating position at triple-digits speeds, only to chuck it into a 90-degree left-hander. In a weird, physics-defying way, all was right in the world – until our fourth lap around Road Atlanta.

Heading downhill towards Turn Six, with the weight of the world (and yes, you've been waiting patiently for it, 5,324 pounds) on our shoulders, we laid into the stoppers. The pedal traveled halfway towards the floor before the X6 M began to slow. With less than 100 feet before our turn-in point, we eased off the brakes, then reapplied and forward progress was mercifully interrupted before we had the chance to test the SUV's heightened ride on an impromptu farming excursion. Turn Seven came up just as fast and the process had to be repeated. And again. And again. With its uprated 15.6-inch discs clamped by fixed, four-piston calipers in front and 15.2-inch rotors with single-piston calipers in the rear, the X6 M has the stopping power on paper to put up with this porky, high-output SUV. In torturous practice, less so. While we're not convinced the X6 M will be seeing regular track duty (particularly on a course as demanding as Road Atlanta), this is an "M" after all, and fade isn't the order du jour. We're looking forward to a full review to see if the problem persists, but somehow, we doubt it will.

Although the real M-ification of the X6 lies underneath its sheetmetal, there's little to discern the standard four-door coupe/SUV/SAV from its lesser brethren. It gets the standard gaping front grilles and fender vents, along with body-colored rocker panels and M-specific 20-inch rolling stock (fitted with 275/40 R20 front and 315/35 R20 rear run-flats) that almost appear too small in the massive body-matched wheel arches. But the overall effect is subdued, or at least as subtle as the this massive hatchback on stilts could reasonably attempt to be. It's no sleeper and it wasn't designed as such, and BMW takes pride to point out that X6 M owners are, "self-confident extroverts." No doubt...

For M addicts looking for more juice from their Roundel-badged SAVs, the X6 M is the only game in town, and at $89,725, it's likely to quell cross-shopping as it undercuts the Porsche Cayenne Turbo by a considerable margin. Add the X5 M into the equation and you've got an added dose of practicality with less divisive looks. No matter the body style, you'll be piloting one of the most formidable, meticulously engineered, tech-rich crossovers on the planet, perfected for those corrupted by power and enamored by grip – and it's likely the last of its breed.

Undoubtedly, the world's Chicken Littles will shudder at the idea of a 555-hp crossover, but the underlying technology -- forced induction, all-wheel drive and copious quantities of electronics -- that makes the X6 M such a perspective-skewing vehicle will eventually find its way into the next generation of BMWs and M products. Lightweight, fuel efficient, turbocharged offerings are right around the corner, packing enough performance to rival their modern-day counterparts while treading slightly lighter in the process. If that's the future, the X6 M is an unlikely harbinger. But we're ready for it. M is dead, long live M.

Hot or Not? 2010 Chevy Camaro RS with factory accessories

2009-07-17T07:21:00.000-07:00

Let's pull back the curtain a little bit, shall we? Sometimes, when we're picking up or dropping off a vehicle to review, we see other vehicles that are in the press fleet. This was the case one afternoon when, during the course of a vehicle swap, we noticed something of interest waiting to be driven off by some other keyboard jockey: a 2010 Camaro 2LT RS, only unlike the one we reviewed this spring, this sixxer RS was additionally kitted with the OEM accessory ground effects package and 21-inch two-tone wheels.

Frankly, we were taken aback by the whole thing at first, and thought it looked a little ridiculous. The dubs+1 hoops seem overly big, the body kit isn't painted body color, and the new rear bumper cover with its squared off, integrated exhaust outlets is a little excessive. Naturally, we called General Motors and asked if we could take it home for a bit, if only to see if our initial reaction would soften.

After perusing the high-res image gallery below, you can also vote if the 2010 Chevy Camaro RS with factory accessories is hot or not.As you might expect, people were drawn to the accessorized Camaro like retirees to an early-bird special. A lot of that is due to the fact that Chevy's revived ponycar is still very new and there may not be all that many of them around depending on where you live. Still, during our 50-minute-long photo shoot, we were interrupted three separate times by drivers who detoured through the parking lot to get a closer look. One practically leaped out of a sweet Buick Regal T-Type Limited, which you'll see in the gallery.

While he slowly walked around the Camaro, we asked about the Buick , which he explained was the daily-driver "beater" he bought to keep milles off his Grand National. He was impressed by the Camaro, as were the other two people who stopped to check it out in person. The general consensus was that the Camaro's basic overall style kicked ass, and that the big wheels and body kit only made it better, in their opinion. The gaggle of neighborhood kids that kept us company the whole time was also transfixed by the car, hanging behind us on their bikes and skateboards and excitedly peppering us with questions the whole time.

From there, it was a quick stop at Starbucks, where we can reliably expect an opinionated crowd to weigh in on whatever we park in front. Sure enough, the Camaro drew onlookers immediately. Aside from one guy who said he'd rather get a used M3 for the money it costs, the Camaro was feeling the love. Again, the wheels and kit passed public muster. Frankly, they had grown on us, too. One of the guys there pulled out his mobile phone and showed us photos he'd been collecting of 2010 Camaros he'd seen at local dealers. Our Red Jewel-finished tester was added to the roster taking up space on his phone's memory card. Between sips of coffee, another Starbucks customer chuckled, noting with surprise that ours was the third Camaro he'd seen that day. Another dude suggested that maybe they should make a front-wheel-drive version for people who live in winter climates. He kinda got ranked on by the other fellas.

The last public forum we decided to subject the Camaro to was the Classic Nights car club's weekly cruise. The Chevy clearly didn't meet the 1978 cutoff date, so we quietly drove it in through an alternate entrance, backed it into a spot and popped the hood so people could revel in the glory of the V6's body-colored plastic engine cover. When we got back from checking out the other cars in attendance, the Camaro had a steady stream of people stopping to give it the once-over.

Several people assumed the wheels and ground effects were part of the standard package, and we politely corrected them. One gentleman looking over the car with a particularly keen interest happened to have ordered an SS. He wasn't really into the wheels or the kit, but he did note the car's accessory engine cover. "I ordered my car with the orange interior," he told us. "Now let's see if the dummies (a.k.a. his Chevy dealership) get this part right," he added, pointing to our car's engine cover. "They say optional 'body-color engine cover,' but I didn't want that. I wanted it orange, you see, to match the rest of the interior. They make an orange Camaro, so I know they should be able do this. We'll see if they screw it up." He sounded less than confident a happy initial outcome was in the cards.

And the rest of the folks gathered 'round? They liked what they saw. If they didn't, they weren't letting on. Some people didn't say anything and would just smile and nod. Or make that "Oh!" face when they realized they had the new Camaro in front of them. Not surprising, really – at a cruise night, the Camaro is definitely going to sport a home-field advantage in terms of fans. But even in these friendly surroundings, there was one thing that gave people pause about the ride. Those who were gaga for the wheels and body kit eventually got around to asking what they cost. So we'd tell them. It always made us cringe to do so.

Our Camaro 2LT carried a standard price of $26,580. The RS package added $1,450. The six-speed automatic tacked on another $1,185. Sunroof? $900 bucks. The Red Jewel paint was $295 and the matching engine cover (dealer installed) was another $285 on top of that. The compact spare tire was $150. And then it gets ugly.

The ground effects kit (dealer installed) will set you back $2,265. Finally, the dealer-installed 21x8.5-inch wheels shod with 245/40ZR21 rubber may make the Camaro look like a life-sized Hot Wheels car, but they cost a tear-inducing $4,680. When told of that particular figure, several cruise night attendees immediately concluded that General Motors was insane. Once you add in the $750 destination charge, the ride you see here stickers out to – drumroll please – $38,540. For giggles, we built ourselves a proper Camaro 2SS RS with the same paint color, a sunroof and the accessory engine cover – minus the 21s and the ground effects it. It came out to $36,935. No contest: that's what we'd buy.

Spy Shots: Next-gen Porsche 911 sporting double-bubble roof

2009-07-12T07:57:00.000-07:00

With every iteration of the 911, Porsche makes incremental improvements to its iconic sports car and naturally, the next generation will be no exception.

This latest Posche 911 prototype was caught at the Nurburgring sporting 997 sheetmetal, but it's what's on top and out back that deserves note. A double-bubble roof panel has been fitted, while underneath the rear camouflage is a sizeable wing and additional ducting. Look closely and you'll see a small sill at the base of the rear windscreen that's assumed to be feeding the rear-mounted flat-six – likely necessary keep the boxer cool while Porsche engineers figure out how the new contoured roof affects aerodynamics. If previous reports are to be believed, we can expect the next 911 to debut sometime in 2010, but we wouldn't rule out an appearance at the Frankfurt Motor Show this September.

Review: 2009 Smart ForTwo Cabriolet undone by tricky transmission

2009-07-12T07:55:00.000-07:00

The Smart ForTwo isn't for shy people. Even though Smart USA has sold about 30,000 of these tiny two-seaters in the U.S., the little rollerskate attracts a lot of attention. On the road or in America's parking lots, the ForTwo is a conversation piece, and people don't hesitate to come up and talk to you. Some will tell you about the Smart they saw in Europe. Others will ask if it has the guts to make it onto the highway. Most will assume it gets great gas mileage (it doesn't). But one thing's for certain, during our week with the ForTwo, there was a 100-percent conversation rate wherever we went. Anthropophobes, be warned.

Follow the jump to see what it's like to spend wheel time with a Smart ForTwo Cabriolet.

Among the myriad of questions we received, the most common area of concern centered around how safe it is. That's a fair question, considering the bigger-is-better message we've heard for years. But when you're in the Smart, you don't question its safety, you just drive. Granted, there's a slight feeling of vulnerability on the road – particularly when caught in the wind wake of semi trucks – but thanks to a deep dashboard and a distant leading edge to the windshield, the ForTwo feels bigger than it is, and about as solid as anything else on the road the majority of the time. It's only when you stop and think about the tiny narrow box you're cruising in that things get worrisome.

Still, the ForTwo has a full compliment of airbags and other active and passive safety features, and the National Highway Traffic Safety Administration gave the ForTwo a four-star crash rating for the driver (three stars for the passenger), so it's hardly a death trap. Instead, it's a fun but flawed little ride, at home neither in the city nor on the highway.It's easy (and maybe justifiable) to criticize the ForTwo. "It's only half a car," one friend joked, and the love-it-or-hate-it styling and size is the most obvious hurdle to ownership. But after driving the Smart ForTwo Passion cabrio in a variety of environments, the fog of novelty wears off and the truth is revealed: there's no ideal environment for this ultracompact runabout.

If you're a commuter in an urban area and only plan to use the ForTwo as a means to get to and from work, you could make a case for the Smart. And yes, the ForTwo could serve as a road trip machine – in a pinch. And yes, its eight cubic feet. of cargo space (12 if you fill it to the roof) is enough for a light grocery run – just don't put your ice cream at the bottom of the bags, because the ForTwo's adequate 70-hp, 1.0-liter three-cylinder sits between the rear wheels and quickly heats up the rear cargo area for insta-milkshakes. But as an everyday vehicle, the Smart ForTwo fails to stack up. And it begins with the transmission.

Although the ForTwo's automated manual gearbox has been "improved" from the 2008 model, it's still an unforgivable mess. There are two shifting options: a full automatic mode and a manual option that allows the driver to use either the steering wheel-mounted paddles or the floor-mounted shifter to change gears sans clutch. In automatic mode, the changes are inexcusably jerky, especially between first and second. Using the paddles allows for a slightly smoother shift when deftly manipulating the throttle, but manual shifting doesn't feel particularly useful, as it only allows you to choose when the hiccups happen and does little to alleviate the (neck) pain.

As you'd expect, this puts a serious chink in the ForTwo's urban armor. While its size is great for parking and the little car zips in and out of traffic with ease, in city driving, where the transmission is most active, the constant shifting makes low- to mid-speed maneuvers a torturous affair. While it might be possible to learn to live with the lurches, our week with the ForTwo wasn't enough – and we doubt any amount of time could dull the discomfort.

After answering the most common queries (What is it? Who makes it? Is it electric?), the next inevitable and justifiable question is about fuel economy. Again, the ForTwo has a surprisingly hard time justifying itself here. We averaged 35.7 mpg during our week with the car, just under the EPA's official 36 mpg combined rating. Initially, we left shifting duties to the ForTwo's computer-controlled tranny, resulting in a 32.7 mpg average. When we decided to stick the Smart Cab into the manual mode and use the paddle shifters, we managed 38.8 mpg. Maybe they're not so useless after all?

From the driver's seat, the ForTwo does its best imitation of a sleek, modern desk in some hipper-than-thou graphic designer's office. The top of the dash is expansive, and the designers completely nailed a chic, Euro-feel with the colors and layout. Virtually unchanged since the 2008 model, the gauges are stylish yet easy to read. The mid-mounted tachometer is a necessity in manual mode, since it's difficult to hear the engine crying for a change if the radio is on. The tachometer works better than the built-in indicator that flashes an "up" or "down" arrow below the speedometer when it's time to shift, as the LCD indicator is the same color and shape as the gear display and blends in. A separate colored icon, similar to what's found in modern VWs, would have been a better choice.

Other usability issues? While the visors provide an acceptable amount of shading through the windshield, they're practically useless when the glare comes in at anything beyond 11 and one o'clock. Rear visibility provided by the inside mirror isn't great, but works – except when the top is down. Two buttons by the shifter allow you to automatically fit or retract the Passion Cabriolet's top at any speed, eliminating any feeling of separation between the occupant and the environment. But when your enjoying the open-air experience, it's best to perform multiple checks when backing up or doing a lane change, as visibility becomes a finite resource. Thankfully, the ForTwo's squat footprint allows you to slide into spaces with a minimum of butt-puckering.

It's also easy to enjoy the Passion's standard audio system, which comes with a six-disc changer and an auxiliary jack in hidden in the glove box. The location of the input jack is great when you're on the road, as the iPod remains safely tucked away, but it's not so hot when stopping and starting. More than once, we left the player running because we forgot it was in the lockable glove box.

The sticker of our tester came in at $16,990, but the line ranges from $11,990 for the Pure Coupe to $20,990 for the BRABUS Cabriolet. Low sales in 2009 have prompted Smart USA to offer its first ever incentive for buyers, but even with a lower sticker, the ForTwo is difficult for us to recommend. Although some of its drawbacks disappear when you're enjoying the "ForTwo Experience", its abysmal transmission, general lack of utility and fuel economy that comes off as unimpressive for its size doesn't make a compelling case for the ForTwo. That is, unless you're a casual city driver who values fashion over function, or someone who really likes to meet new people.

2012 Mercedes-Benz ML-Class first prototype spied again

2009-07-12T07:36:00.000-07:00

Here's a series of spy shots of the next-generation Mercedes ML-Class SUV.

It's hard to envision what the next gen Merc will look like when wearing that heavy, black coat, but the photographer did remark that the model looks slightly smaller than its predecessor. A sign that automakers are downsizing their shamelessly indulgent SUVs of old. Otherwise, the new design does seem to be consistent with the ML-Class and won't be providing any undue surprises. The question is whether there will still be much of a market for these premium-brand, large-sized SUVs. There are many indications that the SUV's hey-day is past.

In the engine bay, nothing new is expected, as the ML-Class was provided with the brand's most updated range of motorization options with its somewhat recent facelift. A gasoline/electric hybrid will also likely be in the works, as seen most recently in the S 400 model. A plug-in hybrid is also (as always lately) hinted at.

The next-generation Mercedes-Benz ML is expected to debut sometime in 2012.

[source:WorldCarFans]

First Look: 2011 BMW X1

2009-07-05T05:54:00.002-07:00

Recent studies suggest that American car buyers are just fine with giving up their larger vehicles for smaller ones -- so long as they don't have to give up any of their precious big-vehicle features and gadgetry. Few automakers are more acutely aware of that philosophy than BMW. Sure, BMW still produces large luxury cars as a sizeable percentage of its business, but Mini -- its runaway-hit of a sub-brand -- has captured a vast share of the subcompact market. More recently, the Bavarian automaker brought its entry-level 1 Series to the U.S. market, slotting the two-door coupe just below its ever-growing, bread-and-butter 3 Series. It's also the much-lauded 1 Series that provides the underpinnings for the newest -- and smallest -- member of BMW's Sports Activity Vehicle lineup -- the all-new 2011 BMW X1, which is on its way to the U.S.
First shown in concept form at the 2008 Paris Motor Show, the primary BMW X1 package remains remarkably similar in production trim. Based strongly on BMW's current X Series styling, all the trademark visuals of the X1's big brothers are present and accounted for. Jutting, blunt-nosed front end? Check. Prominent arching side character line? Check. Signature "Hoffmeister Kink" at the D-pillar? Check. Double kidney-shaped grille? Double check.

At roughly 14.5 feet long, 5.8 feet wide, and 5 feet tall, the X1 measures several inches shorter, skinnier, and narrower than the X3 -- the smallest SAV the automaker currently produces. In fact, the X1 is just over 1 inch wider, 3 inches longer and 4 inches taller than the 128i, with a wheelbase exactly 4 inches longer than the compact sports coupe. Needless to say, this is not a large vehicle.The X1's interior layout also stays true to current BMW design theory, with well-placed controls and high-quality materials. Seats, steering wheel, gear lever, and dashboard all remain largely identical to that of most of BMW's products -- certainly any 1 Series, or 3 Series driver would be instantly familiar. Of course, small exterior dimensions translate to less interior space and subsequently, less cargo volume - a defining point for the segment. BMW says the X1 has 14.7 cubic-feet of usable cargo area with the adjustable rear seatbacks upright -- for comparison's sake, that's the exact same amount as the four-door Volkswagen GTI. Rear seats folded flat, that figure increases to a more useable 47.3 cubic-feet.

Still, premium compact crossover buyers are as interested in driving dynamics as how much gear they have stashed in the trunk. To that end, BMW offers the X1 in either sDrive rear- or xDrive all-wheel drive versions, with a variety of engines to choose from. In Europe, the initial powertrain range will feature just a single gasoline engine for the all-wheel drive model -- a range-topping 258-hp 3.0L straight-six. BMW claims a 6.8-sec 0 to 62 mph sprint for the gasoline-powered X1 xDrive23i, along with combined fuel economy of 25 mpg.

The rest of the lineup -- including all rear-drive European X1 models -- takes a page out of BMW's EfficientDynamics playbook and will receive three versions of BMW's common-rail direct-injection 2.0L diesel mill. A six-speed manual gearbox will be the only transmission choice on rear-drive X1s, while the xDrive variants are additionally offered with six-speed Steptronic automatics in all but the base version. Other EfficientDynamics technologies include brake energy regeneration, auto start/stop, and a shift indicator programmed for the most fuel-efficient shift points. BMW claims a combined 45 mpg (in U.S. measurements) for its entry-level diesel-powered X1, the rear-wheel-drive, 143-hp X1 sDrive18d. The top-line, all-wheel-drive, twin-turbo diesel X1 xDrive23d achieves 37 mpg combined, while producing 204 hp and 295 lb-ft of torque. Both rear-drive X1 diesel models and the entry-level diesel xDrive model are rated at a 4410-lb towing capacity.

BMW's xDrive all-wheel-drive setup is based on that used in the automaker's larger SAVs (and more recently, the flagship 7 Series sedan) and is directly integrated with the vehicle's Dynamic Stability Control to improve both traction and handling characteristics. While xDrive is a permanent system, the amount of torque transferred from front to rear wheels is variable, for changing driving conditions. A chief aspect of the system is its ability to reduce understeer by shifting more power to the rear wheels on winding roads, creating a more nimble, enthusiast-oriented driving experience than is typical of the segment.

As with most of BMW's lineup, the optional equipment list is quite extensive. Bi-Xenon headlamps are available, as is a panoramic sunroof, leather sports seats, a storage package, tow hitch, roof rails, automatic climate control, a Pro Logic 7 Hi-Fi stereo, BMW iDrive/navigation, Bluetooth connectivity, and a rear-view backup camera.

BMW will bring its X1 to European showrooms this fall, while U.S. buyers will have to wait until early 2011 to park one in their garage. BMW has not finalized engine choices for the U.S. market, but it's a good bet that the six-cylinder xDrive23i will be on the list, and a diesel-powered option is a possibility.

[source:MotorTrend]

Review: 2009 Audi A6 3.0T suits high-speed cruising to a "T" - or is that an "S"?

2009-07-05T05:54:00.001-07:00

In 1982, Audi introduced its redesigned 5000 to the world and unwittingly influenced the shape of sedans to come. The 5000's smooth flanks, disk wheels and flush-mounted side glass were replicated by a generation of cars over the next two-and-a-half decades, and when its successor debuted in 1994, the A6 grew some curves while retaining Audi's patented blend of staid Germanic modernity.

The 2009 Audi A6 isn't nearly as revolutionary. It sits atop the same C6 platform we've known since 2005, and last year, the automaker gave its upper mid-sizer a mild makeover consisting of new front and rear fascias, light clusters and a few interior tweaks. Maybe that's why Audi thought it need to commission actor Jason Statham to star in a multi-million dollar Super Bowl advert to boost the A6's image. Well, that and to highlight the automaker's all-new supercharged 3.0-liter TFSI V6 – the same engine due to be fitted to several new Audis, including the 2010 Audi S4. How does the restyled A6 fair during a week of testing? And more importantly, is this new blown V6 a suitable replacement for Audi's 4.2-liter V8? Find out after the jump.

The basic profile of the A6 dates back a decade, with its curving greenhouse drawing heavily on the original TT coupe. The current generation stretches the glass longitudinally and, like other contemporary Audis, the A6 has a tornado line (designer speak) just below the sheetmetal's shoulders to connect the outermost corners of the front and rear light assemblies.

Those light clusters were the main focus of last year's refresh, although their shape remains rectangular, lacking some of the sculptural elements found in the new A4, A5 and Q5. Other modern Audi design cues have been adopted on the refreshed A6, including the RS4-esque intakes below the headlamps, along with taillights that extend towards the center of the trunk lid, pinching off at the license plate pocket.

Inside, our A6 tester had a two-tone, brown and black leather finish which drew mixed reviews from passengers. While the leather and dash materials are top-notch and soft to the touch, the color combination left some people cold. The two-tone interior does an admirable job of breaking up the vast blackness found in most modern Audis, but those who prefer a monochrome look can choose to coat the A6's interior in black, gray or beige. As for the rest of the A6 interior, it's standard Audi: no great breakthroughs, but fit, finish and materials are excellent and ergonomics are similarly good.

As with all German luxury marques, Audi has incorporated a control knob on the center console to allow users to navigate through the myriad of features and functions available through the automaker's infotainment and climate control system. Unfortunately, the updated A6 makes due with the second generation Multi Media Interface (MMI), while the new Q5 and refreshed Q7 get the third-gen system. For its part, the second iteration of MMI is still heads-and-shoulders better than most incarnations of BMW's iDrive, but it still has some annoying quirks.

The system's most notable niggle is how you spin the knob to scroll through the menus. Contrary to the majority of wart-operated devices, the Audi system places the scroll bar to the left of the menu list, and while it may seem intuitive to turn the MMI knob clockwise to scroll down, instead, it takes you up. We'll admit it's a minor annoyance that fades away after a few days, but for a system this complex it's yet another learning curve we could do without. In fact, given the flexibility and configurability of other aspects of MMI, we'd like to see a user setting where we could flip-flop the scrolling, much as many video games will allow the user to invert the axises on their controllers.

Across The Pond, the A6 and its ilk are considered "executive" vehicles, often used to ferry management-types to the board room and golf course. As a result, the A6 has an expansive 15.9 cu-ft trunk and a commodious back seat able to coddle two passengers in comfort. While Audi cites the A6's capacity at five, the sedan's rear confines are contoured to maximize the comfort of two passengers, so if your shuttling more than four people around for more than a short jaunt, it's best to take two cars.

For 2009, the existing normally aspirated 3.2-liter V6 and 4.2-liter V8 engines carry over and are joined by the new supercharged 3.0-liter V6. Until now, Audi has used the TFSI designation for turbocharged and direct injected gasoline engines. For marketing reasons, officials chose not to change that appellation for this all-new supercharged mill – presumably the Four Ringed brand didn't want to create confusion among consumers by calling this the 3.0S, lest people confuse the model for a sportier S-Line trim. Nevertheless, a few letters don't compromise the engine's effectiveness.

Nestled between the cylinder banks is a belt-driven compressor huffing enough air through the manifold to deliver 300 peak horsepower and 310 lb-ft of torque between 2,500 and 4,850 rpm. In the A6, the engine was developed to deliver instant, seamless acceleration at freeway speeds. And it does. Flawlessly. The belt driven blower means turbo lag is nonexistent and with this much grunt available at the flick of an ankle, it could easily replace the V8 before long. Although the engine – shared by the 333 hp 2010 Audi S4 – has been slightly detuned, the 4,123-pound A6 gets to 60 mph in just under six seconds and you'll never be struggling to merge onto the highway or make a pass on a two-lane road.

Also updated for 2009 is Audi's all-wheel drive setup, and like the versions employed on the new A4 and A5, the reworked Quattro system features a 40/60 front-to-rear torque split. Approaching the limits of grip, the A6 offers a more balanced feel, eliminating much of the understeer traditionally associated with 50/50 AWD platforms. Power is transferred via a six-speed Tiptronic automatic transmission that allows the shift lever to be pushed to the right for manual gear selection. However, unlike more explicitly sporting models, the A6 3.0T doesn't offer steering wheel-mounted paddle shifters, something we expect to be rectified in the future.

The A6's clear métier is to cruise the Autobahn at elevated speeds in surefooted comfort, and while we didn't have the opportunity to play with the A6 in inclement weather, past Quattros have always done an outstanding job of maintaining a stable trajectory no matter the conditions. As A6s (and 5000s before them) have done for the past quarter-century, the slick aerodynamic shape results in admirably low levels of wind noise, making this Audi a very relaxing place to cover long distances. The suspension also does an excellent job of soaking up the expansion joints, frost heaves and potholes that typify Northern roads without ever feeling floaty or out-of-sorts.

Since Audi isn't offering its excellent 3.0-liter V6 TDI in the A6 for American consumers, the sedan's fuel economy is only so-so, although not bad for its performance level. We saw just over 21 mpg during our test and the EPA rates the A6 3.0T at 18 mpg in town and 26 mpg on the open road.

The normally aspirated front-wheel drive A6 starts at $45,100, while the 3.0T jumps to $51,600. With its navigation system, our Premium Plus model carried a sticker of $54,200 – several thousand more than its Japanese competitors, but right in line with its German counterparts from BMW and Mercedes.

Like its compatriots, the A6 is available in wagon trim (Avant in Audi/Euro parlance) and for 2009, the new supercharged V6 is the only powerplant available. To our eyes, the wagon has better proportions than the sedan and offers even more utility thanks to its cavernous rear compartment and its retention of Quattro all-wheel drive. If we were making the payments, we'd opt for the wagon, with the wonderful engine making the deal that much sweeter.

First Drive: 2010 Kia Forte a compelling new compact sedan option

2009-07-04T07:08:00.000-07:00

If there's one thing we can say about Kia, it's that it keeps making progress. In the 15 years the brand has been selling cars in the United States, South Korea's second largest auto manufacturer has increased its market share every single year. The future looks bright as well, with new vehicles like the Soul receiving rave reviews and a new billion dollar production facility set to open this year. Hoping to build on that success, Kia has launched its new 2010 Forte, replacing the Spectra that failed to stand out among cars like the Honda Civic, Toyota Corolla and Mazda3. With a new name, a new face, upgraded powertrains and aspirations to exceed consumer expectations about the brand, can the Forte help Kia finally make its mark in the compact sedan segment? Read on to find out.

We have to admit we've never been overly excited about Kia or its cars. The brand's emphasis has always been on affordability, a bogey that generally doesn't speak to the enthusiast's adrenal glands. However, when the Forte sedan was launched at the Chicago Auto Show earlier this year, we took notice. The striking design is much more appealing than the comparatively staid Spectra, and the available 2.4-liter inline-four comes with an impressive 173 horsepower.

Available in three variants, the Forte ranges from the base LX (starting at $13,695), which features a 2.0-liter DOHC inline-4 putting out 156 horsepower, to the top-of-the-line SX ($17,195) that benefits from the aforementioned 2.4-liter engine. The mid-range EX ($15,795, shown above) comes standard with the Convenience Package (air-conditioning, folding rear seat, rear center arm rest and adjustable headrests), with the option of Premium (power sunroof and 16-inch wheels and tires) and Leather Packages. Kia has ensured that even the base model comes with standard items like four-wheel disc brakes incorporating anti-lock, stability and traction control systems, as well as full-length side curtain airbags. With the exception of air conditioning on the LX model, buyers won't have to worry about having to pay extra for the essentials.What first attracted us to the Forte, and what ought to initially help draw potential buyers into the showroom, is its striking design. Our hats are off to the team at Kia's recently-formed California design studios who penned the sedan, and we are happy to hear that much of model's styling DNA will be passed on to future products. The bold stance owes much to the width of the body – at 69.9 inches, the Forte is wider than the offerings from Honda, Toyota, or Mazda – as well as to the slanted belt line and swept back headlights. With the optional 17-inch wheels on the SX model, we would even dare to say the Forte looks...cool!

The interior can often be sore subject for cars built on a budget, but the Forte doesn't disappoint. While there are some hard plastics on the dash and door, most of the materials used are fairly nice to the touch and look attractive. Interior space is abundant at 96.8 cubic feet, and the trunk is simply cavernous for a compact sedan. Kia has made it a priority to provide as many interior features as possible – even in the base LX model – and every Forte gets a six-way adjustable driver's seat, tilt steering column, Bluetooth connectivity with steering wheel controls, Sirius satellite radio (with a three month subscription), and USB and auxiliary input jacks. In our time with the Forte, we didn't find much to complain about inside, but the optional leather seats that are available in the EX and SX models we sampled proved to be somewhat stiff and lacking in support. If it were our money, we would stick with the cloth buckets.

On paper, the Forte is a class-leader in the powertrain department. With 156 horsepower and 144 lb-ft of torque on tap in the 2.0-liter engine, the Forte offers more standard horsepower than any of its competitors. It's also easy on the wallet, with an EPA rating of 25 mpg city and 34 mpg highway. We drove the EX model with the optional four-speed automatic (a five-speed manual comes standard), and came away pleasantly satisfied with the acceleration and smoothness of the combination. Interestingly, a so-called Fuel Economy Package ($600) is also available on the EX model that upgrades the car to a five-speed automatic transmission, Motor Drive Power Steering, a "smart" alternator, silica tires, and aero enhancements. Rated at 27/36 mpg, Kia says this package makes the Forte the most fuel efficient car in its class that's not a hybrid or diesel.

While the base engine was up to snuff, we came away disappointed with the 2.4-liter inline-4 found in the SX model. With 173 horsepower and 168 lb-ft torque, the Forte SX looked like it would be able to outpace a Mazda3. Unfortunately, those numbers didn't translate to the real world. The 2.4-liter powerplant was sluggish to respond to throttle input, and it wheezed and gasped at anything above 3,500 rpm. Surprisingly, the six-speed manual transmission didn't earn our affection either. Shifting feel was vague at best, and we had problems with smoothly modulating the clutch due to a relatively low engagement point combined with a hesitant throttle. An aftermarket shift kit could go a long way toward alleviating our reservations here. The good news is that the Forte SX still manages to get fantastic fuel economy even with the extra engine displacement. Cars equipped with the six-speed manual are rated at 22/32 mpg, and those with five-speed automatics get 23/31.

While we wouldn't go as far as describing the Forte's handling as sporty, we found it to be more than capable of providing a smooth and comfortable ride. Kia utilizes an independent suspension up front and a stabilizer bar and torsion beam with struts and coil springs at the rear that both do their job, but nothing really more than that. The hydraulic-assisted rack and pinion steering provides a decent amount of feedback, but those looking for some more fun in the twisties might find the Mazda3 or Honda Civic a better fit.

When it comes down to it, the Forte ought to do for Kia what the brand has been doing the last 15 years: make progress. With great looks, plenty of standard features, better (but not great) powertrains, and excellent fuel mileage, the Forte is a much more compelling option in the compact sedan segment than Kia has ever had. Add to that its excellent pricing and a 10-year/100,000 mile powertrain warranty, and we have no doubt that the 2010 Kia Forte will find its fair share of customers.

2010 Mercedes S63/S65 AMG Facelift in Depth

2009-07-04T07:07:00.000-07:00

New details have been released for both the 2010 Mercedes-Benz S63 AMG and S65 AMG facelifts. With a starting price of €115,700 before tax, the S63 AMG short-wheelbase brings a 525 horsepower, 6.3-liter V8 engine producing up to 630 Nm of torque. A long wheelbase model is available for an additional €6,000.

At €185,900 the S65 AMG is hardly cheap, but the 612 horsepower delivered by the 6.0-liter biturbo V12 may be enough to convince new customers. The V12 delivers a massive 1000 Nm of torque, guaranteeing a 0-100 km/h time of 4.4 seconds, 0.2 seconds faster than the S63. Both cars are electronically limited to 250 km/h. On the S63 the driver controls the AMGSPEEDSHIFT 7G-Tronic transmission, while the S65 utilizes a five-speed automatic.

Impressively, Mercedes did not have to degrade the performance of these two vehicles to improve fuel economy. Both "consumption and CO2 emissions" were reduced "by up to 3 percent."

From the looks of these two cars, it seems many of the 8,000 current S-Class AMG customers may get a little jealous. A new arrow-shaped radiator grille - with twin chrome louvres on the S65 - is an effective status symbol on a car that commands respect. AMG-spec LED daytime lights are mounted just above the air outlets on either side of the front apron.At an angle, this leads nicely into the new sidesills, which blends with the new side mirros to form a defined line to the car's rear. At the back, a new rear apron has a body-color diffuser built in, replacing the black diffuser on previous models. 52 LEDs are shaped in a "double 'C'" pattern to make up the taillights. Redesigned quad exhaust pipes appear in chrome. "6.3 AMG" and "V12 Biturbo" badging is featured prominently.

The two cars separate at the wheels, where the S63 uses 19-inch multispoke wheels, while the S65 uses a 20-inch set. Both wheels are painted in Titanium grey, with glossy finishes. The bigger wheels can be purchased as an option on the S63.

A healthy amount of equipment comes standard, including the Active Body Control AMG sports suspension. ABC provides stabilizes the car when gusts of wind blast the vehicle from the side. The system adjusts "the wheel load distribution within milliseconds" and works with the Electronic Stability Program to reduce the effects of crosswinds. Torque Vectoring Brakes improve cornering by adjusting the caliper pressure on the inner rear wheel. AMG Adaptive Brakes are also included, using a double floating brake caliper at the front.

Inside, the S-class AMG comes with a healthy amount of leather, and multifunctioning AMG sport seats which will gladly give you a massage should you need one. Both vehicles feature the AMG analogue clock, and AMG aluminum shift paddles that connect to a Direct Select gearshift. A piano black lacquer crossed with carbon fiber AMG trim is also available.

You can read more details, including information about the Split-View COMAND system, in the press release below. The 2010 Mercedes-Benz S63 AMG and the 2010 Mercedes-Benz S65 AMG go on sale at the end of the month.

[Source: Daimler ]

REPORT: Toyota's hybrid Supra successor on track for 2011

2009-07-04T07:05:00.000-07:00

With all the rumors and anticipation surrounding Toyota's joint venture with Subaru to produce a front-engine, rear-wheel drive coupe, the automaker's Supra successor has been put on the news cycle's back-burner. However, according to a report by Best Car, development has continued in earnest since the FT-HS Hybrid Sports Car Concept debuted at the Detroit Auto Show in 2007 and a prototype will supposedly begin making the rounds later this year.

Although the FT-HS was originally due to arrive in 2009, the Toyobaru's parallel development and market conditions have pushed back the introduction of a Supra-successor until 2011. When it hits, expect two versions to be available: a traditional gas-powered model, likely fitted with a 3.5-liter V6, and a hybrid "Sports" variant packing the GS450h's 2GR-VSE 3.5-liter V6 mated to the JDM Crown Hybrid's electric drive system and cranking out around 400 hp to the rear wheels. If Best Car's report is to be believed, we could see the next iteration of the FT-HS concept at the Tokyo Motor Show this November, with the production model debuting sometime in 2010 before its on-sale date the following year.[Source: Best Car via 7Tune]

First Drive: 2010 Subaru Legacy improves commercial appeal, retains character

2009-07-04T07:02:00.000-07:00

For one reason or another, we've always thought that if you delved deep enough into the history of Subaru, you'd discover the Japanese automaker is, in fact, Swedish. One can imagine rifling through the company's dusty archives, only to discover that at some point in time, through some quirk of fate – or perhaps a common love of fish – Subaru was born in Scandinavia, yet it ended up turning Japanese (I really think so). Just look at the evidence: Quirky styling? Check. Steadfast adherence to left-field drivetrains? Check. Time-honored emphasis on honest utility? Check. Willfully different clientele base? Check. Good in winter? Uh-huh. Sound like any Swedish automakers we know?

There's one key difference between the Nipponese automaker and its kindred spirits over at Saab and Volvo, and it's a biggie: Subaru is making money, and they're picking up share. Year-to-date, Subie has lost just 1.8% of its sales year-over-year in America's wretched, turd-down-the-toilet economy. In this "flat is the new up" market, that's a stellar performance – far better than any other mainline automaker, including current industry darlings Hyundai/Kia. And after a day's drive in the firm's new-for-2010 Legacy, we think they're poised for even greater success.

2009 marks the 20th year of Subaru's Legacy lineup, and in a happy bit of self-gifting, the boys and gals at Fuji Heavy Industries (FHI) have popped out this brand-spanking new fifth-generation model. As is the way these days, the all-wheel drive sedan has grown in all dimensions. Use of a new platform ensures that the new car is 1.4-inches longer (to 186.4), 3.6-inches wider (to 71.7), and 3.2-inches taller (59.3) than the exiting model. Overall length may have only grown fractionally, but the wheelbase has swollen by 3.2 inches, prioritizing additional space in the passenger compartment.One might reasonably fear that the Legacy has picked up a whole mess of additional poundage in the embiggening process. Not so. According to Subaru, the base car weighs 3,270 pounds, and all models are no more than 65 pounds heavier than their 2009 counterparts – an eminently reasonable trade-off for a massive increase in interior room and superior content levels.

Outside, the 2010 model is much more assertive than the outgoing car, which itself was a bit of a shrinking violet. After the departure of designer Andreas Zapatinas and his Edselian B9 Tribeca, the Pleiades brand seemed to lose a bit of its design nerve and the will to create a unified corporate face. But now, it finally seems to be seeking out its mojo once again with this new Legacy.

We're not entirely sure this is a good thing, as the Legacy has gone from understated confidence to a jumble of incomplete ideas (Chrysler Sebring hawkeye headlamps, chrome-happy "wing" grille, hulking flared fenders to emphasize the car's all-wheel drive) that fail to live in complete harmony with each other. We'll leave final judgment up to you, only with the knowledge that the whole package looks better on the street than it does in photos (particularly when fitted with larger alloys that don't get lost in the cartoonishly overemphasized wells) and our divisiveness towards it softened over time. Thankfully, Subaru sales have never been predicated on beautiful sheetmetal, and we can't see this model being any different.

Open up the wider-angle, newly-framed doors (the old, rattle-prone sashless jobbies are gone), and a significantly larger and much-improved interior awaits. Dominating the instrument panel is a silver-effect center stack topped with a birdbath-like information display. The vertical array houses the usual complement of audio and HVAC controls (along with an eight-inch navigation screen if so-optioned), and it has a deep storage pocket for odds-n-ends. Plastics are nicely grained and solid fit-and-finish was in evidence, but greater use of soft-touch surfaces and more sincere-looking faux wood trim on Limited models wouldn't go amiss.

All the controls are easy to reach and intuitive to use, with the exception of a too-crowded and too-low panel that houses the power mirror controls, electronic parking brake, hillholder and traction control defeat buttons, trunk release, gauge brightness control, and a couple of odd-looking blanks. It's simple enough to use once you get the hang of it, but we'd prefer to see the parking brake located on the center console and a larger, separate trunk release. We were a bit surprised not to see the availability of some sort of keyless start system, but as they're often more trouble than they're worth, the absence isn't worth grousing over.

In addition to its obviously heightened quality, the big story with the 2010's interior is its newfound space. In particular, rear accommodations are now genuinely large, with an extra four inches of legroom thanks to the longer wheelbase and deeply scooped-out front seatbacks. Our six-foot, five-inch co-driver had no trouble getting comfortable, and even when he was in situ, there was plenty of knee- and toe-room left behind him for full-grown adults. Total EPA volume is up by 9% to 117.7 cubic feet and betters that of the Toyota Camry and Volkswagen Passat, while trunk space swells by 29% to 14.7 cubic feet (more capacity than Honda's larger Accord).

Even skinflint buyers of base $19,995 2.5i models (a decrease of $800 versus 2009) receive such niceties as an electronic parking brake with a nifty defeatable hill-holder feature as well as automatic headlamps and a 3.5 mm auxiliary audio jack. Stump for the Premium package (available regardless of engine and transmission selection) and you'll get a well-judged leather-wrapped three-spoke wheel, ten-way power driver's seat, 16-inch alloys, and the availability of more option packages, including uprated nine-speaker Harman-Kardon audio, a moonroof, and a cold weather package featuring heated seats, mirrors, and windshield wiper de-icer. The top-shelf Limited brings with it a set of easy-to-use dual-zone HVAC controls, leather, and four-way power for the passenger's seat. If you want to get Subaru's new voice-activated navigation system (Try telling it "I'm hungry") with backup camera and Bluetooth audio and telephone, you'll have to open your wallet for the Limited trim before you can order it.

We were actually afforded brief drives in most of the 2010 Legacy variants, including a 2.5i equipped with the company's new Lineartronic constant-velocity transmission (CVT) and another with a six-speed manual, as well as the 3.6-liter Limited and 2.5GT Limited, and ended up coming away impressed with the value and variety of attributes each model delivered.

We started in the shallow end of the pricing pool with the fuel-economy king 2.5i paired with the optional paddleshift CVT (a six-speed manual comes standard). The 2.5-liter flat-four nets 170 horsepower (@ 5,600 rpm) and 170 pound-feet of torque (@ 4,000 rpm), a combination that ought to be perfectly acceptable for around-town pottering and low-demand interstate motoring. A PZEV emissions compliant model is available for an additional $300 and does not affect the engine's power rating.

Like most other continously variable transmissions, the chain-driven Lineartronic almost always lives in the motor's sweet-spot, so it makes the most of the engine's meager reserves. It should be noted, however, that it does so with plenty of the stretched rubber-band sensation that tends to accompany this sort of transmission. This isn't a driveline combination that invites any sort of sporting behavior, but at least it returns strong fuel economy figures of 23 miles-per-gallon city and 31 highway – numbers that are right near the top of its class – a particularly remarkable feat considering this sedan lives with the added parasitic drag of all-wheel drive.

Like all other auto cogswappers in the new Legacy lineup, the CVT features manual shift paddles. In this case, the paddles summon six pre-set "speeds" (right lever upshift, left lever downshift), and they work quickly with minimal shift shock. Better still, the paddles are active all the time whether you slot the gearlever into "M" for full manual control or when opportunistically called upon in "D" to induce engine braking on a downhill grade or summon additional acceleration for passing. Subaru figures the CVT is good for a solid four miles-per-gallon on the highway, or up to 75 extra miles per 18.5 gallon tankful of regular gas – nothing to be sneezed at. There's even an "eco-meter" in the instrument cluster to help you gauge exactly how many species your locomotion is endangering at any given moment.

For our part, we prefer the 2.5i with the row-your-own six-speed manual gearbox, but the $1,000 premium for the CVT is easier to justify due to its far superior fuel economy. The DIY transmission can only muster 19 mpg city and 27 highway, and if anything, it's the slower (if more rewarding to drive) combination.

In the outgoing model, the high-end 3.0-liter six-cylinder was always something of a curiosity, as it cost about $1,000 more than the turbocharged 2.5 liter GT model, and it returned less impressive power (245 hp and 215 lb-ft @ 4,200 rpm versus the smaller engine's 243 hp and 241 lb-ft at 3,600 rpm). We couldn't help but feel like the six was Subaru's gesture to placate the cylinder-count snobbery that still affects many American consumers. Simply put, the 3.0 never felt as competent as the GT – let alone as fun or flexible – yet it still sucked down premium fuel.

For 2010, Subaru has significantly addressed the value equation on six-cylinder Legacy models. Now dubbed 3.6R in deference to its larger engine capacity, the big boxer offers a bit more power (256 horsepower @ 6,000 rpm) and much improved torque (247 lb-ft @ 4,400 rpm), but only requires 87 octane hooch. The Tribeca-sourced 3.6 is available exclusively with a conventional five-speed automatic, but at least it packs rev-matched downshift blips. It's a markedly better package than its predecessor, one that's well suited to a more relaxed driving style, yet it offers plenty of juice under all conditions.

Subaru has taken a scythe to the six's pricing as well, with the least-expensive model tumbling from $27,290 to $25,690. Regardless of what 3.6R is selected, Subaru reckons you'll save $1,600-$1,900 over a comparable model from last year, and you'll need less gasoline too (fuel economy nudges upward from 17/24 to 18/25).

Improved value or no, make no mistake that the most engaging Legacy is the 2.5GT – by a winding country mile. While the force-fed four may require premium gas to achieve its 265 hp (@5,600 rpm) and 258 lb-ft of torque, it's worth it. The engine has been retuned to deliver maximum torque from 2,000 rpm on up to 5,200 rpm, and there's a 30% reduction in turbo spool up time, according to Subie officials. Combined with a 25% larger intercooler core and a relocated turbo (now bottom-mounted for better flow and noise characteristics), it's a flexible gem with fuel economy equal to that of the 3.6R.

Paired exclusively with a new six-speed manual, the $27,995 GT quickly outed itself as a fun-to-drive sport sedan. While the gearshift itself won't lead any Honda or BMW engineers to seek counseling, the slightly notchy lever worked well enough with its nicely weighted clutch, and it was a pleasure to keep the distinctive-sounding flat-four on song. We'd guess that this combination is good for a 0-60 mph time in the mid-to-high fives, but no official performance figures have been released.

More importantly, the blown four combines with a retuned rack-and-pinion steering setup to deliver a whoopin' good time on the twisty tarmac we found on the roads outside of Seattle. The combination of all-wheel drive and a longer wheelbase might lead one to think that the new Legacy would be a bit reluctant to respond when asked to quickly change directions, but that isn't the case at all – this is a sedan that shrinks around its driver at speed. Subaru has fitted the quicker variable power-assist setup that was previously a GT-spec item to all 2010 models, and the 14.5:1 system delivers a more confident steer, with noticeably quicker turn-in and good accuracy arriving from the P225/45 18-inch tires. As ever, we might wish for a bit more weight at elevated speeds, but it's a minor quibble.

In an effort to further improve the Legacy's dynamics and ride, Fuji Heavy's engineers have tweaked the front MacPherson strut suspension and completely binned the outgoing car's multi-link rear suspension in favor of an isolated subframe-mounted double-wishbone setup. The result is both a quieter, more comfortable ride and more composed handling with less roll, along with greater trunk space. Subaru's boffins have also redesigned the brake booster with a stiffer housing and redesigned valves to result in a 20% better response time from the four-wheel discs. Combined with the new chassis' stiffer structure, this 2.5GT is as planted and entertaining as anything we've driven in-class.

When we inquired about the possibility of selling a Legacy equipped with the torque-rich 2.0-liter diesel boxer currently on offer in Europe, Subaru officials were decidedly non-committal. While the price of U.S. diesel has dropped precipitously over the past several months, significant reengineering costs would have to be figured in accommodate North America's far inferior fuel quality, and the company is unsure about being able to produce such models at a profit. By their own estimates, Subaru officials confide that they believe that that the leader in affordable diesel, Volkswagen, is "subventing" their stateside TDI offerings "by several thousand dollars" – a nice way of saying that they're losing money on each unit sold in order to test the waters and gain share.

Oil-burning model or no, given that this new Legacy is at once larger, more refined, and less fuel-hungry than its predecessor, it was reasonable to fear that Subaru might have sacrificed some of the Legacy's character and fun-to-drive nature in exchange for a thicker slice of America's often banal mid-size sedan pie. We needn't have worried. While its considerable virtues may end up appealing to a broader consumer audience, this Indiana-assembled sedan remains very much a Swede-in-Japanese clothing, one with all the makings of a winning package that should appeal to both marque loyalists and a few additional new faces. More's the better.

Pics aplenty: 2010 Audi TT RS is ready for its closeup

2009-06-17T07:51:00.000-07:00

Audi has released a plethora of new beautiful photographs of the Audi TT RS Coupe and Roadster, and it just makes us want them to change their mind about bringing the car to the United States even more. After all, what's not to love? The 2.5-liter turbocharged five-cylinder puts out 340 horsepower and 332 lb-ft torque running through a six-speed manual transmission and Audi's quattro all-wheel drive system.

It also comes with other goodies like a stiffer suspension, five-spoke 18-inch wheels, more aggressive exterior styling, Alcantara /leather sports seats, and more. Why wouldn't we want a TT that has all that?

A Pure Driving Machine developing 340 bhp

Audi is once again producing a five-cylinder engine – and a very special one at that. Arriving at dealerships this summer, the TT RS has a turbocharged 2.5-liter engine with direct gasoline injection; it produces 250 kW (340 bhp) and 450 Nm (331.90 lb.-ft.) of torque. The blazing five-cylinder engine enables the TT RS to perform extraordinary feats. In conjunction with quattro permanent all-wheel drive and a high-performance chassis, the engine makes the compact Audi TT RS a top-notch sports car – available as a coupé or roadster.

Sporty five-cylinder gasoline engines have a long legacy at Audi. The most famous is arguably the turbocharged 2.1-liter engine in the Audi quattro. The first version, which was launched in 1980, offered an impressive 147 kW (200 bhp). And the Sport quattro from 1984, directly inspired by motorsport, delivered a whopping 225 kW (306 bhp). For 25 years, turbochargers and quattro have been a dynamic formula for success.Audi has resumed using this recipe. Designed from scratch, the five-cylinder engine combines a turbocharger with FSI direct gasoline injection to elevate the TT RS to a high-performance sports car. The TFSI delivers 250 kW (340 bhp) from a displacement of 2,480 cc (151.34 cu in): a specific output of 100.8 kW (137.1 bhp) per liter.

The power-to-weight ratio is also outstanding. In the case of the Coupé, which weighs in at a mere 1,450 kilograms (3,196.70 pounds), the power-to-weight ratio is just 4.3 kilograms per bhp. The Roadster has a weight of 1,510 kilograms (3,328.98 pounds) and a power-to-weight ratio of 4.4 kilograms per bhp – thanks to its extremely lightweight and largely aluminum body constructed as per the Audi Space Frame principle.

The TT RS Coupé rockets from 0 to 100 km/h (0 to 62.14 mph) in 4.6 seconds; the Roadster needs just a tenth of a second longer. The limited top speed of 250 km/h (155.34 mph) is merely the official figure for both versions; as an option, Audi can increase it to 280 km/h (173.98 mph).

Almost even more impressive is the aggressive pulling power. The maximum torque of 450 Nm (331.90 lb.-ft.) is always available between 1,600 and 5,300 rpm. In addition, the TT RS overtakes without the slightest effort. Last but not least, its engine makes passengers' skin tingle time and again thanks to its speedy and powerful response, its inspiring free-revving character, and its unmistakably guttural tailpipes: five-cylinder classical music by Audi!

Compact and Lightweight: The Five-cylinder TFSI
As an uncompromising sports-car engine, the 2.5-liter TFSI is ultra-compact. Just 49 centimeters (19.29 inches) in length, it is ideally suited for transverse installation in the TT RS. And its weight of just 183 kilograms (403.45 pounds) also sets a record. The crankcase is made of vermicular-graphite cast iron. This high-tech material unites the utmost in strength with low weight; it has otherwise only been used for the large TDI engines from Audi. Perfectly placed reinforcements enhance the block's loadability. The lightweight cylinder head, the pistons, and the connecting rod are lightweight as well as high-strength.

The ultra-powerful five-cylinder engine is extremely fuel-efficient, requiring an average of just 9.2 liters/100 km [25.57 mpg] as regards the Coupé (Roadster: 9.5 l/100 km [24.76 mpg]). Switchable flaps in the intake manifold mix the incoming air in a calculated configuration. Injected at a pressure as high as 120 bar by the common-rail system, the gasoline swirls intensely in the combustion chamber – which in turn cools the walls. This subsequently facilitates a compression ratio of 10.0:1, which is very high for a turbocharged engine. Both of the adjustable camshafts, controlled via chains, also enhance charging efficiency with respect to the air-fuel mixture.

The large turbocharger generates up to 1.2 bar of boost pressure. The intercooler, fed air ideally by the lower segment of the single frame radiator grille, reduces the temperature of compressed air by over 80 percent at full load.

When an Audi TT RS driver pushes the standard Sport button on the center tunnel, a flap installed in the left exhaust tailpipe renders the exhaust noise even more robust and intense while boosting engine responsiveness. An optional Sport exhaust system is available with matt black tailpipe trims and sound flap.

For Purists: The Driveline
The Audi TT RS is the first classic sports car in the Audi RS family. Like the RS 4 and the RS 6, the Audi TT RS was developed by quattro GmbH as a pure, no-holds-barred driving machine. A new six-speed manual transmission conveys the engine's tremendous power, and permits easy and precise operation thanks to a specially designed shift lever boasting particularly short shift travel. The transmission's defining characteristics are a high efficiency ratio and a sportily narrow spread of the gear ratios.

The Audi TT RS features quattro permanent all-wheel drive as standard equipment. Its heart lies at the rear axle: an electronically controlled, hydraulic multi-plate clutch. If a situation calls for it, the clutch redirects a majority of the torque input from the front wheels to the rear wheels.

Within milliseconds, a powerful electrical pump in conjunction with an accumulator presses together the clutch's plates via hydraulic pressure. Additions to the quattro powertrain include a constant velocity joint before the propeller shaft and a compact rear-axle differential – both are heavy-duty components.

The quattro drivetrain grants the Audi TT RS outstanding traction, fascinating dynamics, and superb stability. Winding rural routes or some laps around a racetrack allow the superior handling to shine. The precise and responsive steering, the instantaneous reactions of the chassis, the neutrality at the cornering limit, the grip while exiting a curve, and – time and again – the engine's thrilling power: every mile in an Audi TT RS exudes the distilled essence of sportiness.

High-tech Excellence from Audi: Chassis and Body
The chassis of the Audi TT RS builds on the cutting-edge foundation of the base TT design. The four-link rear suspension, which handles longitudinal and lateral forces separately, plays a crucial role. The electromechanical steering is highly efficient and the power steering adjusts to the vehicle's speed. With aluminum in the front and sheet steel in the back, the body's innovative mixture of materials results in a well-balanced axle-load distribution, excellent crash safety, and the outstanding rigidity which lays the cornerstone for the car's precise handling.

The standard sports chassis, which lowers the body by 10 millimeters (0.39 inches), features tightly tuned springs and shock absorbers. The optional Audi magnetic ride adaptive damping system allows the driver to select one of two modes for the shock absorbers by simply pushing the Sport button. Dynamic mode enables the TT RS to hug the road; Comfort mode provides a pleasantly balanced ride perfect for long journeys.

The sportiest version in the TT model line boasts 18-inch wheels fitted with 245/45 tires. They are complemented by mighty ventilated disc brakes, which measure 370 millimeters (14.57 inches) in diameter at the front and 310 millimeters (12.20 inches) at the rear. So that heat dissipates quickly, the front friction rings are perforated. They, in turn, are connected by hollow pins to the aluminum brake discs, which are encircled by black four-piston brake calipers made of aluminum and bearing RS logos.

The Electronic Stabilization Program (ESP) can be switched off partially or entirely. In Sport mode, the engine does not intervene to monitor traction and, correspondingly, the brakes engage later than otherwise. In the second mode, the ESP is fully deactivated.

The Face of Power: The Exterior
At just 4.20 meters (13.78 feet) in length, the vigorously compact Audi TT RS hints at its explosive potential from the very first glimpse. The front spoiler tapers downward into a splitter, reminiscent of a racing car. The large and squared air inlets have diamond-shaped inserts. And the high-gloss black single frame grille with a frame in matt aluminum look and the TT RS badge bear the same styling. The xenon plus headlights with LED daytime running lights notify faraway drivers that an Audi TT RS is approaching.

The sides of the vehicle are accentuated by large wheels in 5 twin-spoke design, vigorous side sills, and exterior-mirror casings in matt aluminum look. At the tail end, the two large oval exhaust tailpipes – spaced apart – are encircled by a diffuser insert. Here, too, is a TT RS badge. A stationary rear spoiler is standard, though customers can opt for one which automatically extends and retracts. Thanks to a drag coefficient of just 0.3, the 2+2-seat coupé and the two-seat roadster glide effortlessly through the wind. Audi offers the TT RS in eight colors. Among them are four exclusive options: Daytona Gray, pearl effect; Mugello Blue, pearl effect; Sepang Blue, pearl effect; and Suzuka Gray, metallic. The Roadster's soft top comes in black or dark gray.

Exclusive Character: Interior and Equipment Packages
The dynamic exterior of the Audi TT RS is matched by the interior. The leather multifunction sports steering wheel has an especially thick rim, is flat-bottomed, and is covered with perforated leather. Integrated in the instrument panel, the driver information system can display boost pressure and oil temperature as well as a lap timer for chronicling feats at the racetrack. The door handles consist of two slim strips – typical of Audi RS models. An automatic climate-control system and the concert sound system are standard, as are an electrohydraulic soft top and an electric wind deflector for the Roadster.

The entire interior is black. The heated sports seats feature an Alcantara/leather combination with silver contrasting stitching and embossed TT RS logos in the front backrests. Additional badges and logos appear on the steering wheel, in the rev counter, and on the door sill trims. The inlays are made from brushed aluminum. Floor mats feature silver piping trim; footrests and pedals are in aluminum look.

Audi offers TT RS customers a diverse range of optional equipment: variably styled wheels measuring 18, 19 or 20 inches in diameter; bucket seats with folding backrests; seat upholstery in Silk Nappa leather with perforations or Fine Nappa leather with special TT perforations; inlays with Ibis White or Phantom Black paint finish as well as matt aluminum-look inlays for the exterior. In addition, there are high-tech navigation and multimedia systems available. Sales of the Audi TT RS begin in March; deliveries are scheduled to begin this summer.

[Source: Audi]