hot-car-review

Honda CR-Z

2010-01-25T11:23:00.004+07:00

Recently a CarReview reader commented that he didn’t understand why the Honda Accord continued to make everyone’s ‘Best Choices’ list when the design and drivetrain appeared relatively conventional. The answer is execution and detail engineering. A car is more than the sum of its parts. Behind the wheel you realize that at its core Honda is an engineering company and knows how to make exceptional products – even the seemingly mundane volume selling sedans.

That said, what standout engineering and technology has Honda offered lately? Where’s the new VTEC? Or the lauded double wishbone suspension? The 2010 Fit was listed as one of CarReview’s ‘Best Choices” and is the current standard for packaging efficiency. The upcoming CR-Z is poised to be a similar dramatic hit. Drawing on the storied 80s and 90’s CRX styling, the Honda CR-Z will blend packaging efficiency and an innovative hybrid drivetrain to add a sporting flair previously unseen in hybrids. Honda’s engineering mojo is back and the CR-Z has many enthusiasts waiting in the wings for this sporty urban runabout.

Cadillac CTS Coupe

2010-01-25T11:20:00.003+07:00

Every company needs a halo car. Lexus finally has its LFA. Mercedes has its SLS. Audi has the R8. GM has… the Corvette? GM has been struggling with the halo concept for years and has desperately tried to place it within its premium Cadillac brand. Starting with the misunderstood Allante and the recently cancelled XLR, GM and Cadillac desperately need something to get people into Cadillac showrooms. It has to be beautiful. It has to be powerful. It has to be well engineered and it has to be right for the times. The CTS Coupe, in base high-tech V6 or V-Series supercharged V8 form is that car. In the metal it is achingly beautiful and the thoughtful engineering that comes from the thorough engineering behind the sedan shines though.

Audi A4 S4

2010-01-25T11:16:00.002+07:00

"Now," says the serene Audi chassis engineer sitting alongside me in the S4, pressing a button on the dash, "you shall understeer."

Through the rain, we pile into a tight left-hander on the drenched Mallorcan race circuit. Sure enough, the S4's nose pushes wide, resisting any effort to be wrestled into oversteer. Sensible. Locked down. Audi-ish.

"See?" continues the engineer in impassive Teutonic monotone. He presses the button a couple more times. "Now you shall oversteer."

We hit a similarly tight-radius right-hander, and the S4 launches sideways into a lurid, tail-happy drift. A fraction before we reach that critical backwards-into-barrier moment, the rear end catches, and the S4 barrels out on to the straight. Most un-Audi.

It's quite a party trick, and one that rapidly dispels TG's biggest criticism of the old S4: that it simply wasn't engaging enough to justify the premium over a top-spec diesel A4.

But this is the all-new S4, and that magical button is controlling Audi's new 'drive select' system which adjusts the steering, dampers and, most importantly, the quattro's new 'sport differential'. Similar to the torque vectoring on the BMW X6, it varies the amount of torque distributed to each driven wheel. Audi calls it 'inverse ESP' - instead of braking a spinning wheel, the diff pumps more power to the wheel that can use it best.

In 'Comfort' mode, it's set to safety-first understeer, but in 'Dynamic' mode - and in the right road conditions - it'll let you get quite spectacularly crossed up before deciding to put a halt to all the fun.

It's a similarly bipolar story with the engine: Audi has ditched its tried-and-tested V8 in favour of an all-new supercharged 3.0-litre V6. Power is fractionally down on the old S4 - 328bhp plays 339bhp - but torque is up by 22lb ft to a mighty respectable 324lb ft. That's good news for acceleration - the S4's 0-62mph time is down to 5.1 seconds, a full half-second quicker than the previous generation - and even better news for economy, up to 29.1mpg from 21.2mpg. That's nigh-on BMW M3 pace with 40 per cent more economy, and vital ammunition against those who feel it might not be in the best taste to launch a big new petrol supersaloon into the current climate.

Sadly, the new V6 just isn't as visceral as an M3's V8 - or, for that matter, the V8 it replaces. Despite a pleasingly off-beat thrum at idle, the engine is subtle and muted at any revs, the supercharger whine registering as little more than a whispering hiss.

That's in keeping with the performance, though. There's a silky smooth delivery of power throughout the rev range - no hammer-blow of torque, but instead a flat, urgent, linear wave of acceleration. It's the sort of engine that lulls you unwarily into triple figures rather than scares the bejesus out of you.

Volkswagen Scirocco

2010-01-25T11:14:00.002+07:00

Difficult to buy anything these days without some sort of phony justification, isn't it? That big leather sofa you just bought? Well it was half price, so you had to. And that flatscreen telly? You'd lost the remote for your old one...

So how do you justify buying a quick petrol coupe in a high-ish tax band, at a time when the economy is flat on its arse and you can barely afford loo roll?

Easy, just put a diesel in it. Which is what VW has done with the Scirocco, therefore making it more accessible to more people. OK, so shoving a diesel in a desirable car is nothing new, but we're pleased one made it into a Scirocco - our Car of the Year 2008.

You get all the gorgeousness of the petrol version, with just a little less guilt and a few more notes in your wallet. Some might say that the 'Roc should stay pure to petrol, and that giving it a diesel somehow dilutes its brand.

It doesn't. It's obviously not as quick as the 2.0-litre TSI, which don't forget is just a Golf GTi in disguise, but it's just as sharp and certainly not slow. Throttle response is about as instant as it gets in a diesel, and it pulls quickly and cleanly through the gears - feeling more powerful than its quoted 138bhp and 236lb ft.

Yes, the driver in you will probably always want the petrol. But just remember, this one's 500 quid cheaper, two tax bands lower and cheaper to run. What more justification do you need?

Mazda CX-7

2010-01-22T11:22:00.002+07:00

The 2.2-litre engine is taken from a Mazda6. On first impressions, it's a bit gravelly around the edges, but improves as you get going. There's a sharp clatter when it first fires, which smoothes as things warm up. It can bog down after upshifts and gearchanges aren't satisfyingly sweet, but stick to third and fourth and it soon feels more energetic.

Like the outgoing version, it drives more like a regular car than an SUV. The high floor and low-ish roof keep you neatly sandwiched so it doesn't feel porky. It also hides its size on the move as the independent (front) and multilink (rear) suspension does its thing. The result it a comfortable ride that isn't lollopy and can handle some pace.

But to chatter on about engines and handling rather avoids the big story here: the options list, or rather, the lack of it. Instead, you get everything as standard - full leather seats (heated and electric), cruise, electric folding mirrors, Bluetooth, a rear-view parking camera and satnav. The Bluetooth's voice recognition system may require your very best accent and the wheel-mounted satnav buttons are trickier than a jumbo's flight deck, but those are the sort of things you'll master as you absorb the car into your life.

More importantly, Mazda will charge you £25,785 for it. To equip rivals in a similar fashion - stuff like the Land Rover Freelander or perhaps the BMW X1 - you'd have to dip into £30k territory. Admittedly the materials aren't as plush as BMW's, but the CX-7 is hardly shoddy. It's like the difference between an M&S pullover and a cashmere sweater - both are quite posh and they definitely beat a cheap shiny one from Primark.

The exterior design changes can be dealt with swiftly as they are barely worth the effort: a bigger grille, a splash more chrome here and there, a bigger spoiler and a new wheel design.

Porsche Boxster Spyder

2010-01-22T11:17:00.003+07:00

California, especially the northern bit, is purpose-built for driving romantics. Out here, you're the star in your own private movie.

It's happening right now, though we might have inadvertently cast ourselves in the wrong film. We're on the edge of the Sierra de Salinas mountain range, near Carmel Valley, where Clint Eastwood used to be mayor. There are vast tracts of farmland either side of us, with one long, bendy road spearing through the middle. We're in Porsche's new flyweight Boxster Spyder, which weighs 1,275kg. This isn't just 80kg lighter than the regular Boxster S, it makes it the lightest model in the current Porsche range. With 320bhp on tap, the power-to-weight ratio is what you might call promising.

There's a big, blue sky above us, and an orangey winter sun. We're following another Boxster Spyder, whose exhaust emits a fruity Porsche parp as its driver works his way through the 'box. Its back tyres kick up little curlicues of dust as it runs momentarily wide. Romantic, see?

Overtaking out here isn't the teeth-gnashing lottery that is, say, junction 19 of the M25 on a wet Wednesday evening. In fact, in 20 minutes we see just one other vehicle. Unfortunately, it's a vehicle that happens to be about 60ft long, and has mad Jack McMad behind the wheel with only his shotgun and whatever the US version of the Yorkie bar is for company.

Porsche no.1 blasts past. Porsche no.2 finds a 32-tonne artic in the middle of the road to be something of an impediment. We hang back, and lay off the fruity parping for a bit. He moves back over. But we've seen Duel enough times to wonder what's next. Do we really want to play chicken with a big rig? Maybe this guy's more of a 911 fan...

Porsche takes the business of saving weight pretty seriously. For example, the gudgeon pins on the 911 GT3's pistons are 180g lighter than standard, and making its connecting rods out of titanium saves another 150g. But that's the race-spec GT3, and though the Boxster Spyder shares some of its DNA, its role is completely different. This Porsche reboots a model line that goes right back to the company's roots, to cars like the '53 356 America Roadster but more significantly 1954's 550 Spyder (the one James Dean christened ‘little bastard', with good reason as it turned out). Rummage through the history books a bit further, and it's clear that the Spyder name is reserved for racing cars. Should we care that this latest one absolutely isn't?

It's also not an RS. Or a Clubsport. This is the third official and unlimited edition Boxster variant, the most powerful and, at £44,643, the most expensive. And in the time-honoured tradition, what that extra money buys you is... less. Specifically, less roof. In exchange for the standard car's perfectly useful electric folding roof, you now get a ‘thing', to fiddle into place above your head. They're geniuses, these people, they really are.

Mind you, ‘thing' or not, the Boxster Spyder looks fantastic, like a distilled Carrera GT. If not quite as rakish as some previous open-topped Porsche specials, the fairings on the newly extended rear deck are striking, and the body-side graphics are coolly retro (Google the 909 Bergspyder for proof). If it looks meaner and less effeminate than usual, that's because it's 20mm lower, with narrower, lighter side windows.

There's new engineering here too. While most of the Spyder is steel, the doors and single-piece rear deck are now made of aluminium, saving a total of 18kg. The new roof - which Porsche variously refers to as a sunsail or cap, which is why I will continue to call it ‘thing' - weighs less than 6kg, while the carbon-fibre frame that holds it in position is just 5kg.

There are new 10-spoke alloy wheels, which weigh less than 10kg each, qualifying them as the lightest 19in rims in Porsche's range. Inside, there are new lightweight carbon-fibre sports seats, which trim another 12kg from the overall kerbweight. There's a front bumper with LED daytime running lights, black plastic mesh inserts on the side air intakes, and a black double exhaust pipe. The standard Boxster Spyder does without a stereo system or air-conditioning, though tellingly every test car I looked at featured both items. There are fabric door-pulls, there's no cowl over the main instrument binnacle (how much weight must that have saved?), and the wind-deflector's plastic. The centre console and dash facings are finished in the exterior body colour, and the gear lever shift pattern and seatbelts are red. This isn't the place for modern life's rubbish, either; the cup-holders and door pockets have been deleted.

Modern life being what it is, most of these things are still available as options. As are things like Porsche's Sport Chrono pack, which buys you the dash-mounted stopwatch, and a button on the centre console that sharpens up throttle response (cost: £520). Go for the dual-shift PDK transmission, and you'll get a Sport Plus button, that speeds up shift times and oversees a launch-control system (that'll be a total of £1,920).

And that's just the tip of one expensive iceberg. The fact is, the whole options thing is a bit of a conundrum. What looks at first glance like a Boxster unplugged has the potential to be anything but. You can have regular leather seats and the full audio system as a no-cost option, or the full-on PCM ‘communication module' with the touchscreen. Order that and aircon, and a good chunk of the 80kg weight-saving must surely pile straight back on.

Ceramic brakes are another pricey option (£5,235), but more in keeping with the car's lightweight ethos because they reduce its unsprung mass. The sports exhaust, which gives the Boxster a rasping character boost, is another option that should surely be standard here, but isn't (£1,249). In other words, an idiot Spyder buyer could easily send this supposedly lo-cal Porsche to the all-you-can-eat buffet, or simply tick the wrong boxes, and ruin it. In fact, a fat idiot Spyder buyer would ruin it simply by getting into it.

Though ruin in this context is a relative term. Because even a poorly specified Boxster Spyder is still a very, very good thing. The Spyder gets Porsche's brilliant direct injection 3.4-litre flat-six power unit, with Variocam Plus variable valve timing. It's almost identical to the Boxster S but for a few important differences. With 320bhp to call on, it's 10bhp more powerful. Peak power is at 7,200rpm, 950rpm higher than in the regular car. It has more grunt too, and a slightly flatter torque curve.

This means it laps the 'Ring seven seconds faster than the standard car. It also means our time exposed to mental trucker man is pretty minimal, thank God. We head deeper into the valley, and by now we're having so much fun I honestly can't think of anything that would work better out here. As much power as any sane individual could ever need, magnificent drivetrain, easily exploitable chassis... It's quite a thing, this car - especially with the roofy ‘thing' stowed away and the breeze aerating us.

2010 Toyota Prius

2009-01-19T10:34:00.001+07:00

No shoes were flung when the 2010 Toyota Prius debuted at the recent Detroit auto show. Considering the grim mood in the Motor City - with domestic automakers on death watch and frozen credit paralyzing sales - and the fact that a gallon of gas costs little more than a can of beer, that's remarkable. Detroit was hardly the opportune place for a fuel-scrimping, technically advanced Asian import to bow. Then again, consider the Latin meaning of the word Prius: to go before. Defying skeptics is this car's cause. The Prius's mission has always been venturing ahead of the gas-saving, earth-hugging curve.

Toyota calls this the third generation of the Prius (not counting one sold in Japan from 1997 to 2000 but never imported here), but the gist of the world's best-selling gas-electric hybrid hasn't changed an iota. It rides on the same 106.3-inch wheelbase as its predecessor, and its external dimensions are longer, lower, and wider by smidgens. The fresh but still nerdy-looking skin smites the wind with a drag coefficient trimmed from 0.26 to 0.25. The front wheels are again energized by a compound powertrain consisting of one four-cylinder engine, two motor/generators, one planetary gearbox, and a nickel-metal-hydride battery pack.

The rumored plug-in lithium-ion batteries are a no-show for now, yet Toyota engineers overhauled the rest of the Prius's propulsion system. The DOHC sixteen-valve I-4 engine grows from 1.5 to 1.8 liters in displacement, upping peak output from 76 to 98 hp at 5200 rpm. One carryover feature is the use of the Atkinson cycle, a delayed intake-valve closing arrangement that yields a longer expansion stroke and reduced fuel consumption. The most notable engine innovation is the elimination of belts under the hood; all accessory equipment (A/C compressor, coolant pump, power-steering pump) is now directly driven by the engine or by an electric motor.

GREEN: 2010 Lexus RX450h

2009-01-19T10:31:00.001+07:00

The RX is the best-selling Lexus, and one in five sold is the hybrid version. It's no surprise, then, that with the new third-generation RX - the second to have a hybrid powertrain - Lexus is treading very carefully.

The design is a careful evolution, both inside and out. The car is slightly longer and wider but manages to look sleeker than before. The interior retains the traditional Lexus virtues of comfort (on even bigger, cushier seats) and refinement (with available semi-aniline leather for a still more luxurious feel). Lexus has joined the Germans by adopting an iDrive-style controller instead of a touch screen for its optional navigation system. But rather than a knob you twist and push, the Lexus control (called Remote Touch) works more like a joystick that you move from side to side or forward and back, and then make a selection by pressing buttons on the side of the unit. It takes some getting used to.

Other new options don't require a learning curve, such as the head-up display and the curb-view camera; the latter is located in the right-side mirror, and at low speeds it shows an image of what's alongside the car. The hybrid model supplements its previous ECO indicator, which lights up when you're driving efficiently, with a selectable ECO mode, which changes the responsiveness of the throttle and instructs the climate control to use the A/C compressor more judiciously. There's also an EV mode, which extends the threshold before the engine starts, up to a still-modest 8 to 10 mph.

The changes aren't dramatic, but Lexus has given its cushy suburban hybrid a slightly greener tinge. Lexus engineers identify four elements that underpin the brand's hybrids: performance, quiet refinement, low emissions, and fuel economy. In this redesign, the latter received the most emphasis.

2009 Alfa Romeo MiTo

2008-07-22T22:22:00.001+07:00

The MiTo is a brand-new, two-door hatchback minicar (only 4.06 meters, or 13.3 feet, long) that Alfa Romeo is aiming at young people in an attempt to reconnect the brand to a new generation of buyers. Alfa hopes that the MiTo's evocative Italian styling, its full range of electronic equipment, and its economical but sporty powertrains will set the car apart from the crowded minicar field in Europe and other major world markets where Alfa Romeos are sold. As the first new Alfa Romeo designed and built after the 8C Competizione (a limited-edition supercoupe of which only a few examples will trickle into the United States), the MiTo is a good look at where Alfa Romeo is heading in terms of future products. It is also a car that, in some future iteration, could herald the brand's return to the United States, although Alfa officials continue to be cagey about that matter, as they have been for years. However, Alfa's parent company, Fiat, just announced that it is entering into an agreement with BMW wherein the German company might help market and sell cars for Alfa in the United States. Under such a scenario, the next-generation MiTo could come here.

And as for the name, MiTo? It represents the historic connection between the city where Alfa Romeo was founded, Milan, and the city where Alfas have been designed and manufactured for decades, Torino (Turin).

MiTo styling: very Italian, very modern, but with a definite nod to the past.

he MiTo oozes Italian style and has a prominent shield grille that is instantly identifiable to any Alfa Romeo fan. During our test drive into the Lakes Region north of Milan, our bright red MiTo turned lots of Italian heads. Alfa designers like to point out the MiTo's styling similarities to the 8C, such as the side window profile and the three-lobed motif of the grille, the front bumper, the headlights, and the LED taillights. The MiTo makes the rest of Alfa's mainstream lineup - handsome, well-admired cars all - look a bit staid. But one wonders if the MiTo is overstyled. MiTo buyers can customize their cars endlessly, choosing among ten shades of paint, fourteen finishes for the headlight and taillight surrounds (shiny or satin chrome, opaque black and titanium gray, plus the ten body shades), and five styles of sixteen-inch to eighteen-inch wheels. Two versions of red paint are available: the traditional nonmetallic Alfa Red and a lighter Giulietta red, yet another reminder of Alfa Romeo's past.

MiTo cabin: This is no econocar interior.

ike its exterior, the MiTo's interior is a repository of modern Italian style as expressed through a bewildering array of possible color and trim combinations. Two trim packages, Progression and Distinctive, are offered, and those two styling themes also can be modified with available Sport and Premium packages. The Progression specification provides what Alfa calls a "Sprint" instrument panel finished either in black or red, while the Distinctive trim, which our test car was outfitted with, comes with a "Competizione" fabric with a faux-carbon-fiber weave. It is expertly fitted over the main instrument binnacle surround, around the circular center vents, the dash, and the door inserts. Aluminum, quality black plastics, and high-quality black leather complete the interior trim. Seating comfort in front is excellent, with good lateral support, and the rear seats have surprisingly generous foot-, hip-, and headroom. Seats for four are standard, but a middle seat in the rear, as on our test car, is optional. All seating positions have adjustable head restraints.

The MiTo keeps you connected.

he MiTo offers every conceivable electronic device that the car's young target audience might desire. Blue&Me is an optional telematics system similar to Ford's Sync; like that system, it was developed in conjunction with Microsoft and allows easy use of the BlueTooth and text-messaging capabilities of mobile phones, MP3 players, and the like. Blue&Me Map is a portable navigation system that mounts into a bracket on top of the dash; you can easily pop off the entire unit and carry it with you when you leave the car. If you've ever tried to navigate the narrow, confusingly laid-out streets of an old European city center by foot, you'll understand just how useful the portable nav system could be if you're a 22-year-old trying to find Rome's hottest new nightclub.

Going compact, green and fuel efficient

2008-07-22T22:04:00.001+07:00

It seems that an awareness of global warming and the degradation in the quality of the environment have inspired carmakers in manufacturing their cars and encouraged them to make a green automotive innovation. Ideally, the presence of new cars will no longer worsen pollution, particularly air pollution.

Next is a common problem in cities. High mobility forces people to own private cars to support their activities. As a result, motorized vehicles have become very great in number and traffic jams can be found everywhere. In fact, this situation can be addressed by safe and adequate public transportation.

Another factor that has prompted the manufacturing of ideal automobiles is the increasing price of crude oil. It is undeniable that an increase in the price of crude oil is unavoidable. Oil resources are limited while the demand continues to soar.

The three factors above have forced carmakers to rack their brains to produce a car of a compact size that is both fuel-efficient and green. A compact size is needed to ensure that the roads can accommodate more cars with ease. A small-sized body also means high mobility as it allows the car to move between larger automobiles. Another advantage of owning a compact car is that it will be easy for you to find a parking space.

The engine used for this compact car is not large, ranging between 900 and 1500 cc. A particular technology is employed to maximize combustion. The cc of the engine also makes sure that the car can be easily driven. In addition, this car will also be more fuel-efficient and environmentally friendly. A few years ago, we learned of the Suzuki Karimun as a successful city car. A short while later, compact cars of other makes were introduced such as the Hyundai Atoz, the Kia Picanto, the Honda Jazz, the Toyota Yaris and the Chevrolet Sparks, which is taken from the Daewoo Matiz.

The only trouble with this car is perhaps the size is too small to allow you to take your entire family or travel long distances. To this end, we need a car larger than just a city car. Luckily, these cars are now available in Indonesia. They use a diesel engine but are still limited in their types. Examples of these cars are the Isuzu Panther and the Toyota Kijang or the Peugeot 307 HDI in the sedan class. These larger cars can take in more passengers. Although the engines are nearly the same in their cc class, they are more fuel-efficient and more environmentally friendly.

In terms of fuel efficiency, a diesel car is slightly different to a car using gasoline engine. Engine efficiency comes from the combustion process, which uses an air compression system and fuel. Here the power to drive the car is bigger than in a car with a gasoline engine. Fuel efficiency can be seen from the fact that the gas exhaust emission contains less CO and CO2 because the combustion is perfect. In addition, the market price of diesel oil is now lower than that of gasoline.

Aside from a diesel engine, carmakers have come up with a new solution, namely the hybrid engine. Toyota uses this hybrid engine in several of its products. Its first car with a hybrid engine is the Toyota Prius and in 2008 it uses this engine in the Toyota Fortuner and the Camry. Meanwhile, this year Honda has its Civic Hybrid, in addition to the Honda Insight, which is the first generation of Honda automobiles with a hybrid engine.

Unlike a conventional engine, a hybrid engine uses two types of engines that work alternately. The gasoline engine is used when we drive the cars as usual. It is also useful to charge the battery cells for the engine. When we are trapped in a traffic jam or when we drive the car very slowly, the engine will be driven by the battery cells. The vendor claims that this car can save fuel by up to 200 percent compared with an ordinary car. If this claim is true, we can considerably cut our fuel costs.

Not only a gasoline engine but also a diesel engine can be hybridized with an electronic driver. One example is the Peugeot 308 X5 Hdi, which, according to motorauthority.com, will be launched in 2010. This new car has a turbo diesel engine of 1.6 L capacity with torque of 80 kW and 240 Nm. According to motorauthority.com, its fuel consumption is 4.9 L/100 km or about one liter of diesel oil to 20.4 km. John and Helen Taylor of Australia have even successfully covered a distance of 14,580 km using only 60 L of fuel.

Air pollution, traffic congestion and increasing fuel oil prices have prompted people to think about new options for existing motorized vehicles. A car of a compact size, a green technology and a low price will become the characteristics of an ideal car for daily purposes. Technology is not the solution to all these demands. Good behavior and a good intention are more than enough to respond to this challenge, particularly in terms of using a motorized vehicle. People, for example, should use public transportation more than their private cars for daily purposes. They can plan their trips carefully and carry out the plan with a high level of discipline so that they will not speed on the roads just because they are pressed for time.

2008 Ferrari F430 Scuderia

2008-07-14T06:43:00.001+07:00

The Ferrari F430 Scuderia, a lightweight version of the F430 coupe, goes on sale next spring.

The F430 Scuderia, which joins the F430 Coupe and Spyder already on the market, is powered by a 510-hp, 9000-rpm, 4.3-liter V8 engine that makes almost 30 horsepower more than the standard F430 engine. Ferrari says it can go from a dead stop to 62 mph in a mere 3.7 seconds. The engine uses a carbon-fiber intake manifold and a sophisticated spark plug ionization-monitoring ignition system. A paddle-shifted six-speed semiautomatic transmission is standard on the car.

The Scuderia model is a lightweight version of the existing F430 coupe, with a few extra grilles and vents on the body for cooling, and a pair of pointed stripes running over the body from nose to tail. Ferrari says it is completely street legal in the United States, but the car has only the bare minimum of creature comforts for the weekend racer who wants the fastest version available.

Some of the exotic extra-cost features on the Scuderia version include the latest version of the F1 Superfast2 software, which reduces gearshift time down to 60 milliseconds. A new traction control system incorporates F1-Trac traction and stability control with an E-Diff2 electronically controlled clutch-pack differential. Ferrari says the Scuderia version marks the first time all three systems have been combined in a single black box control system. Carbon ceramic brakes are standard equipment.

Beijing Unveiled: 2009 Roewe 550

2008-07-14T06:39:00.002+07:00

The 550 is much more contemporary-looking than its larger sibling.

Shanghai Automotive Industry Corp. (SAIC) acquired the tooling to the Rover 75 and has been building the car as the Roewe 750, renamed because BMW had sold the rights to the Rover name to Ford, which was looking to protect its investment in Land Rover.

Now SAIC has added to the Roewe range with the 550, a slightly smaller sedan powered by a turbocharged 1.8-liter gasoline-powered inline-4. The 550 rides on a 106.4-in. wheelbase and measures 182.0 in. in overall length. This front-drive sedan was first thought to be based on the old short-wheelbase platform of the Rover 75 (the Roewe 750 is based on the long-wheelbase version), but apparently SAIC has developed an all-new platform for this entry to go along with the new sheet metal. The 550 is much more contemporary-looking than its larger sibling, with clean body sides, fluted headlamps and a compact horizontal grille as opposed to the larger vertical grille found on the 750.

Beijing Unveiled: Buick Invicta Concept

2008-07-14T06:37:00.001+07:00

Exploring what a future LaCrosse midsize sedan might look like.

This collaboration between GM design in Detroit and Shanghai explores what a future LaCrosse midsize sedan might look like. Riding on a 114.5-in. wheelbase, the Invicta concept is powered by a turbocharged direct-injected 2.0-liter four making 250 bhp and 220 lb.-ft. of torque. It is mated to a 6-speed automatic transmission.

The design language on the Invicta is pure Buick, from its large, shield-shaped waterfall grille to the ventiports, which have been moved from the fenders onto the hood. The 4-door sedan has sharp, yet flowing character lines, including one that describes the classic Buick sweep spear cue on the car's flanks. The high beltline and low greenhouse give the Invicta a muscular stance.

The exterior's flowing lines are carried over to the interior, where the door panels, dashboard and center console are melded in a seamless wraparound design that gives the front seating area a dual-cockpit look. The cabin has an upscale feel thanks to wood and aluminum accents and LED ambient lighting.

The 5-passenger Invicta measures 194.2 in. in overall length, rides on 20-in. wheels and tires and has a fully independent suspension with 4-wheel disc brakes. The Invicta name was originally introduced by Buick in 1959 and used until the 1962 model year.

Beijing Unveiled: 2010 Mercedes-Benz GLK

2008-07-14T06:35:00.002+07:00

Meet the German automaker's first compact SUV designed primarily for the American market.

Slated for a January launch in the U.S. as a 2010 model, the Mercedes-Benz GLK is the German automaker's first compact SUV designed primarily for the American market. The GLK is powered by a 3.5-liter V-6 making 268 bhp and will come in either rear - or 4Matic all wheel-drive. Riding on a 108.5-in. wheelbase, the GLK has angular lines that give it the look of a traditional truck-based SUV inspired by the larger G-Class Gelaendewagen.

Measuring 178.3 in. in overall length, the GLK stands 66.9 in. tall and is 72.4 inches wide. Mercedes has loaded the vehicle with many amenities found in its luxury cars, including dual-zone climate control, adjustable steering, power seats, front and side airbags and a 5-in. in-dash LCD display. A rear-seat entertainment system with two 8-in. headrest-mounted screens is available as an option.

When equipped with 4Matic all-wheel drive, the GLK splits torque 45/55 front to rear under normal conditions, while the multidisc clutch in the center differential will send traction to the wheels with the most traction under icy conditions. Weighing 4036 lb., the GLK is capable of 0–60-mph acceleration of 6.5 seconds, according to factory numbers, while delivering 23 mpg on the EPA highway cycle.

Beijing Unveiled: 2009 Audi Q5

2008-07-14T06:33:00.001+07:00

This global debut underscores the importance German automakers place on the growing Chinese market.

The global debut of the 2009 Audi Q5 crossover, a model developed primarily with the U.S. market in mind, underscores the importance German automakers place on the growing Chinese market.

Although Audi says the Q5 has sedanlike styling, its looks are clearly inspired by the much larger Q7, with its signature single -frame grille opening and strong character lines. Thinner pillars and a slightly lower beltline, however, make the Q5 look a bit more like a station wagon than an SUV. It looks like a slightly beefier version of the Allroad Quattro, the vehicle it replaces in Audi's lineup.

The all-wheel-drive Q5 was introduced with a choice of a V-6 or two 4-cylinder engines. The V-6 is a 3.0-liter turbodiesel, while the fours include gasoline 2.0-liter turbo and supercharged engines, or a 2.0-liter direct-injection diesel. When the Q5 bows later this year in the U.S, we can expect a 3.2-liter V-6 making 265 bhp. It will be equipped with a 6-speed automatic gearbox and the front/rear torque split will be 40/60 percent. European models will offer a 2.0-liter direct-injection gas engine and a diesel. Slightly larger than the VW Tiguan, the Q5 shares no components with the VW but instead is based on Audi's new A4/A5 architecture that includes a longitudinally mounted engine. With prices starting in the $30,000–$40,000 range, the 5-passenger Q5 is expected to compete with other upscale crossovers like the Acura RDX, Infiniti EX and BMW X3.

Beijing Unveiled: Geely Tiger GT

2008-07-14T06:29:00.003+07:00

Looking to flex its muscle at its home show, Geely brought no fewer than 23 concepts to the Beijing show. But the headliner for this bevy of dream cars was the GT, which stands for Geely Tiger — the putative successor to the current Leopard coupe in the company's lineup. This large 2-door coupe features swoopy styling that Geely hopes will set it apart from its Chinese rivals.

The dropped front snout of the car features a split grille that has holes rather than traditional slats or mesh. The headlamps are nestled in fenders defined by sharp character lines that sweep upward and then back down into the doors. The rear haunches have a similar curve to them with large taillamps that come to a point just above the center line of the rear wheels. The greenhouse features two small rear quarter windows for the rear passengers in this 2+2 coupe.

The rear-drive Tiger GT is powered by a 3.5-liter V-6 producing some 225 bhp and 340 lb.-ft. of torque. Geely says the car is equipped with a multilink suspension and that it rides on 19-in. wheels and tires.

2008 Beijing Auto Show Unveiled

2008-07-14T06:28:00.001+07:00

As one of the fastest-growing carmakers on the planet, the Chinese automotive industry has taken an unusual approach to staging international auto shows. Like Geneva and Detroit, it has a major exhibition every year, but like the biennial events in places like Frankfurt, Paris and Tokyo, China alternates its big one between Shanghai and Beijing. This year it's Beijing's turn.

The show is a chance for not only the local makers to strut their stuff, but for other global players on hand to show both production and concept cars for both China and international markets.

The most talked about concept at Beijing is the Geely Tiger, which is also known as the Geely GT. This 2-door show car was shown without the Geely badge, leading to some speculation that the automaker has an eye to creating an upscale brand similar to Lexus or Infiniti and that the Tiger would be its flagship model. In any event, this V-6-powered 2+2 is evidence that the Chinese are catching up quickly to the rest of the world and may be a formidable player even in luxury segments.

Relying heavily on its Shanghai design studio, General Motors developed the Buick Invicta show car, which not only hints at what a future LaCrosse midsize sedan might look like, but it also underscores the importance of the Chinese market. Buick actually sells more cars there than it does in the United States. The Invicta brings back an old Buick name from the 1950s and puts it on the flanks of an ultramodern 5-passenger sedan.

Crossovers are the hottest segment in the industry today, and the Audi Q5 made its world debut at Beijing, which shows the universal appeal of these types of vehicles. While the Q5 shares some styling cues with the larger Q7, it has a healthy dollop of station wagon styling, thanks to its thinner pillars and large glass area. The Q5 is intended as a replacement for the Allroad Quattro in Audi's lineup.

Audi wasn't alone with a world debut of a production model. Its Stuttgart-based rival introduced the Mercedes-Benz GLK. This answer to the Q5 in the compact crossover segment has a more truck-oriented design theme. It is boxier, with sharp edges and offers V-6 power in both 2- and all-wheel-drive versions.

Shanghai Automotive Industry Corp. (SAIC) is a multifaceted concern with ties to GM. It also owns the tooling to the Rover 75, which it continues to build today as the Roewe 750. But like Geely, SAIC hopes to expand beyond the Chinese mainland. The new Roewe 550 is a handsome, midsize family sedan that may be the answer to those hopes. Built on a new platform, the 550 is powered by a turbocharged 1.8-liter 4-cylinder engine, which provides good performance and fuel economy.

2010 Chevrolet Volt Prototype Spied

2008-07-05T11:24:00.001+07:00

Chevrolet's Volt plug-in hybrid won't be arriving in showrooms for at least another two years, but a careful eye may spot one of the many development mules testing its hybrid powertrain on public roads.

Our spies did just that, snapping some pictures of the Malibu-bodied test vehicle as GM engineers took it for a spin outside of the automaker's proving grounds. Although the vehicle's body is radically different from the slippery shape the production car will wear, we're told the mechanicals beneath the skin are all Volt-specific and stem not from the Malibu, but from the next-generation Delta small-car platform.

That means we're expecting a small-displacement gasoline motor (possibly a three- or four-cylinder) underhood, partnered with electric drive motors. We'd also expect the car to sport some form of a lithium-ion battery pack, as both Continental and A123 Systems - GM's partners in developing the Volt's batteries - have reportedly delivered prototype packs to GM engineers.

Those batteries are reportedly a large headache in pushing the Volt into production. GM hopes to begin mass production of the car in 2010, but development delays threaten to push that date back by nearly two years. When Volts do arrive in showrooms, the added costs of the lithium-ion batteries may push its price tag to $40,000 - nearly $10,000 more than GM originally suggested.

2009 Mitsubishi Lancer GTS

2008-07-05T11:14:00.000+07:00

We love the Mitsubishi Lancer Evolution. The all-wheel-drive turbocharged rally car for the street grips, steers, and tackles a bumpy road better than many cars costing twice as much. The last-generation Evo--known in Mitsu parlance as Evolutions VII and IX--impressed us with the fact that Mitsubishi had turned the ho-hum base Lancer into such a performance icon. The newest Evo may have lost a little of its raw character, but it's still clearly an automobile engineered by hardcore enthusiasts for hardcore enthusiasts.

That said, like its predecessors, the newest Lancer Evolution had to evolve from something. That something is the new front-wheel-drive, $14,890 Mitsubishi Lancer. We recently spent some time in the top-spec, non-Evo Lancer, known as the Lancer GTS, to see what relationship it had to its manic sibling.

After a scan of the specification list, you can't help but be impressed by the little Mitsubishi. Our CVT-equipped model came in at $23,340, and its window sticker boasted such features as a navigation system, a sunroof, Bluetooth, keyless entry and starting, auto climate control, and eighteen-inch wheels. Not too shabby. The only glaring omission is electronic stability control; this safety feature isn't available, even as an option. We also wish that Mitsubishi had added rake adjustment to the steering wheel and that the navigation unit featured a more intuitive interface.

On the road, it's clear that Mitsubishi spent money on the Lancer's long equipment list rather than chassis development--the wonderful steering and handling found in the Lancer Evo clearly doesn't come from the base Lancer. The steering rack on the GTS is a hydraulically assisted unit, but it feels more like a poorly calibrated electric setup. And while the Lancer's overall ride quality and suspension damping is quite good at normal speeds, rough pavement tends to upset things, sending unwelcome kickback through the steering wheel.(The GTS's standard eighteen-inch wheels surely don't help.) At a quicker pace, understeer rears its ugly head far too early. On a whole, we wish the gang responsible for the Evolution could have sprinkled some of its magic on the base Lancer.

While you can't really expect Evo-like thrust from a $23,000 econobox, the front-drive Lancer's 2.4-liter four-cylinder does provide decent acceleration. Unfortunately, that powerplant is a bit too coarse and buzzy for our liking, a fact not helped by the optional CVT fitted to our test car. During maximum acceleration, the engine sits at a very busy 6000 RPM as the transmission constantly adjusts the drive ratio. Sure, there are magnesium paddles behind the steering wheel, allowing the choice of six different "gears," but you're still better off with the standard five-speed manual. Plus, the row-it-yourself option brings along a small increase in fuel economy. This is a notable plus, because the Lancer's thirst is somewhat surprising. Its 21/27 EPA rating loses out to a great many small cars, including the notoriously thirsty five-cylinder (automatic) Volkswagen Jetta.

While we knew that the Lancer GTS wouldn't be a hard-core driver's car, we do wish it carried a greater amount of the Evolution's DNA. Mitsubishi needs to concentrate on improving the steering feel and upping the refinement levels. (Available electronic stability control is a must, too.) With just a few changes, the Lancer could be a very competitive entry in its segment.

2009 Porsche 911

2008-07-05T11:11:00.000+07:00

First of all, you should know that the changes to the 2009 Porsche 911 aren't just skin deep. In addition to the obvious changes (revised front and rear fascias and lighting), Porsche is debuting a brand-new family of engines, a first-ever dual-clutch transmission, updated brakes and suspension, and a new touch-screen infotainment system.

The face-lift consists of new wheels (eighteen-inch wheels are now standard for the base 911 Carrera, while the Carrera S gets nineteens), side mirrors, and fascias. The revised front bumper houses six-LED daytime running lights, and the headlights (now standard HID, or high-intensity discharge) swivel in corners. Each of the new, pointier taillights illuminates brightly thanks to the help of 60 LEDs and one standard filament bulb (for the reverse light). New, larger side-view mirrors conform to forthcoming regulations.

Inside the 2009 Porsche is the third generation of Porsche Communication Management, which combines audio and navigation functions. The enlarged screen now is touch-sensitive, and a revised menu structure vastly reduces the complexity of use. The system also features an auxiliary input jack, a USB input jack, and an iPod jack. The iPod integration works better than most, allowing quick searches through the familiar Artist, Album, or Track parameters.

Also available for the first time are seat coolers, which blow cool air through perforations in the leather seat covers. The system works almost immediately and cools far better than any other system we've tried - but it also makes more noise than any other. And in addition to the requisite heated seats (the 911 seems very concerned with the temperature of your butt), a heated steering wheel is also available.

But enough about the toys - the most important changes to the 911 are in the driveline. Base 911s receive, as before, a 3.6-liter flat-six. The all-new boxer is part of a new family of engines that is lighter and smaller than the old engines, with a lower center of gravity and featuring a host of changes to improve power and efficiency, chiefly direct injection. The 3.6-liter produces 20 hp more than last year's 3.6, for a total of 345 hp and 287 lb-ft of torque.

Carrera S models come with a 3.8-liter flat-six, also from the new engine family. It produces 30 more horsepower than last year's 3.8: 385 in total, with 310 lb-ft of torque. The 3.8-liter now surpasses the magic 100hp/liter mark, making it one of the highest specific-output normally aspirated engines on sale today.

Both engines now rev to 7500 (instead of their predecessors' 7300-rpm redline), and they weigh 12 pounds less. The compression ratio has been raised to 12.5:1.

Both engines are available with either a six-speed manual transmission or the all-new, seven-speed PDK. PDK stands for Porsche Doppelkupplungsgetriebe, or Porsche Double Clutch Transmission. Developed jointly with the German supplier ZF, the transmission replaces the ancient five-speed Tiptronic transmission, and boy does it ever. Combined with the additional power from the new engines, PDK-equipped cars will accelerate to 62 mph a full second faster than last year's Tiptronic-equipped models. And when you're talking about a drop from 5.3 seconds to 4.3 seconds (Carrera S with Sports Chrono Plus package), that's a huge difference.

2008 Subaru Impreza and 2009 Mitsubishi Lancer

2008-07-05T11:06:00.000+07:00

If you'll forgive me for invoking a hallowed piece of genre-defining cinema, there's a moment in The Brady Bunch Movie that always tends to stick in my head. Jan Brady, the middle of three sisters, has grown mildly psychotic, and she's begun talking to herself. Her sister, Marcia, always seems to have the upper hand:

Jan (to herself): "She has every right to be mad; they are her socks. But why does Marcia get all the socks? Why does Marcia get all the trophies? Why does Marcia get all the good drawers?"

Jan (out loud): "Yeah, why does Marcia get everything? Marcia, Marcia, Marcia!"

The poor kid then proceeds to go more than a little nuts. (The next Jan line that the Internet Movie Database shows in its list of Brady quotes is, "Watch my head spin! Kill! Kill! KILL!") For the most part, this is easy to understand. Older, prettier, luckier Marcia gets all the credit, gets all the guys, and generally lives the life of a privileged hottie. Jan, on the other hand, mostly wears glasses, walks into walls, and gets treated like a retarded elephant.

This, in turn, brings me to the Mitsubishi Lancer and the Subaru Impreza. Yep, you read that right: I said Lancer and Impreza with nary a hint of the words "Evolution" or "STI". These are the forgotten sisters, the base-model Jan Bradys of the hot-turbo-rally-clone world. They don't have turbochargers, fancy big-bolstered seats, or massive multi-piston brakes. They have no rally pedigree. These cars are almost perpetually ignored by the media and the public at large, cursed as they are with low horsepower numbers and a lack of drama. They do not, to coin a phrase, get all the good drawers.

This doesn't mean that they're bad cars. It's actually quite the opposite. The Lancer and Impreza are two of the best small, sporting econoboxes on the market, and both of them share a heck of a lot with their more expensive, better-known siblings. You can read our individual reviews of each car here and here, but it's worth taking a look at the two cars side by side.

2008 BMW 760Li

2008-07-05T11:01:00.000+07:00

It's always a pleasure to get into a BMW 7-series. The interior of this vehicle reeks of luxury - the materials are first-rate, the two-tone color scheme is striking, and the wood trim is a deep, rich red/brown. The power driver's seat can be adjusted in so many directions that you can make it almost literally hug every curve in your body. There's also tons of room in the back seat of this long-wheelbase model should you need to transport any passengers.

Turn on the car and start driving, however, and it doesn't feel as big as it is. The steering is precise, the suspension absorbs bumps but doesn't make you feel disconnected from the road, the brakes are quite good, and the transmission responds quickly to throttle inputs. My only reservation is that, with a V-12 engine that only gets 13 mpg in the city, I can practically see an oil well running dry and a bank account emptying every time I really put my foot down. Luckily, most of the people who buy the 760Li have plenty of bank accounts and probably own their own oil well.

2009 Kia Borrego

2008-07-05T10:58:00.000+07:00

Let's clear the air: we get that the sudden drop in large SUV sales casts the launch of the 2009 Kia Borrego in a questionable light. But when work began on the body-on-frame utility nearly four years back, truck sales in the U.S. totaled 9.6 million units and were predicted to increase each year until 2009. We can't blame Kia for wanting a piece of that pie.

That pie certainly is smaller today, but there are still consumers who want, if not need, to sidle up to an SUV. Commuters may not find solace in the truck-like capacities (and a voracious thirst for fuel), but there are buyers who actively tow, venture off the beaten path, and need to carry more than five passengers in comfort. For those folks, an SUV may still be the ideal vehicle - and Kia hopes the Borrego will be their ideal choice.

The Borrego isn't Kia's first venture into the world of body-on-frame sport utilities, but it is their biggest. The new truck towers over the mid-size, body-on-frame Sorento, although it's not what we'd call a true full-size SUV. Measuring in at 192" long and riding on a 114" wheelbase, the Borrego's stature is closer to that of a Dodge Durango or Ford Explorer than that of the Chevrolet Tahoe or Ford Expedition.

The new SUV, however, is Kia's first foray into V-8 engines. Although both EX and LX trim levels come standard with the 276-hp 3.8-liter V-6, a 4.6-liter DOHC V-8 is optional fare. Both engines are also found in near-identical forms within Hyundai's Genesis sedan, although the V-8 curiously produces less power in the Borrego. Kia rates the V-8 at 337 hp and 323 lb-ft of torque, down nearly 38 hp and 10 lb-ft of torque from its Genesis counterpart.

Drivers used to engines with gobs of low-end torque will need to adapt to Kia's V-8; the 4.6-liter begs to be revved, with peak torque kicking in at 3200 rpm. Sure enough, we can feel the engine really come alive somewhere between 3000 and 4000 rpm, and the Borrego - all 4900 lbs of our V-8 tester - suddenly sprints forward. This may prove to be an issue for those who intend to use all of the V-8 Borrego's 7900 lbs of towing capacity, but isn't worrisome for those who rarely mash on the throttle.

Our pre-production V-8 EX model came with a six-speed automatic transmission, standard on all models equipped with the 4.6-liter engine (six-cylinder models sport a five-speed auto). Power was split to all four wheels via a part-time transfer case, but we're told by Kia this won't make its way to customers. Instead, look for a full-time Torque-on-Demand four-wheel-drive system (similar to that in the Sorento) as standard equipment on 4x4 models. The combination is said to return 15 city/22 highway mpg; we averaged an indicated 17 mpg over a mixture of city and highway driving.

Mating the V-8 and six-speed leaves little to be desired; upshifts and downshifts occur smoothly and with little lag time. Although we didn't have a chance to trailer anything, in everyday driving, the transmission doesn't hunt around. We did notice a considerable amount of whine from the transmission during low-speed cruising, usually at around 35 mph in third or fourth gear. The noise seemed to go away once the Borrego hit 50 mph or so, but it was boisterous during brief jaunts around town.

Perhaps more refined was the Borrego's ride and handling. Albeit fairly smooth over most surfaces, there was no mistaking the Borrego for anything other than a body-on-frame truck. Dreams that the SUV will ride like a car are quickly broken on poor road surfaces, although many of the secondary vibrations typically found in similar SUVs are noticeably reduced - certainly thanks in part to the use of independent rear suspension. We were pleasantly surprised to see that, in spite of a fair amount of body roll, the Borrego handled corners quite well, displaying quick turn-in and well-weighted steering.

2009 Mercedes-Benz SLK350

2008-07-05T10:56:00.000+07:00

Let me just say right off the bat that I love the new SLK350. Let me also say that I was not a huge fan of previous SLKs, and I downright didn't like the four-cylinder models. At this point I should also admit that my friends made fun of me while I was driving the SLK. But just a little.

See, now that Mercedes has made numerous changes to the SLK's mechanical bits and interior quality, its biggest problem is its image. My friend Sarah said the SLK looked like a car for lawyers' wives. My friend Scott, her boyfriend, said it made me look like the lawyer's boyfriend. Ouch.

Potential image issues aside, I put 200 miles on the SLK350 in a few days, and wound up not tiring of it. Which is more than I can say about some other cute little convertibles I've driven in the last few weeks (Mazda's MX-5 and Mini's Cooper S convertible, to name just two). And the best parts of the SLK were things that I never expected: the engine and the steering.

First of all, Mercedes has installed its Direct-Steer System on the SLK. The idea behind this system is that the steering ratio should be relatively slow on-center to reduce dartiness, but should quicken as you turn the wheel further. Rather than going the BMW Active Steering route, which uses a computer to control the constantly varying steering ratio, Mercedes chose the right route: the Porsche way. In place of complex actuators, pumps, and computers, the Mercedes system requires no additional parts - the rack is designed to change to a quicker ratio after a certain amount of lock.

Unlike in the BMW models with Active Steering, where you're always second-guessing what the result of your steering input will be, you don't even notice the Mercedes system. You just notice that the SLK has fantastic on-center steering feel, tracks dead straight ahead even at triple-digit speeds, and then turns in progressively and quickly when the road twists. The system gives the SLK a feel of sportiness that it's been missing since day one.

That second big fix is the engine. Turn the key, and the SLK350's 3.5-liter V-6 will surprise you with its throaty exhaust note. Stomp on the gas, and you'll be positively shocked. This is one of the best-sounding V-6 engines on sale today, if not the best. The new engine revs to 7200 rpm, and the seven-speed automatic bangs off quick shifts through closely spaced gears. I kept slowing down so I could floor it and hear the music again and again.

The new engine isn't just all bark and no bite: horsepower has been increased by 32 compared to last year's 3.5-liter. Producing an even 300 hp at 6500 rpm and 265 lb-ft at 4900, the SLK is seriously quick. Mercedes claims that it'll hit 60 mph in 5.3 seconds, which is only four tenths slower than the V-8-powered SLK55 AMG. The V-6's newfound thrust comes courtesy of a higher compression ratio (11.7:1), a new intake manifold, and modifications to the valvetrain. To sweeten the deal, the 350 actually gets better fuel economy than last year's engine.

If there is one fault with the SLK350, it's that it's not available with a manual transmission. The base SLK300 is, though it's considerably slower (228 hp, 221 lb-ft, 0-to-60 mph in 5.1 seconds), only revs to 6500 rpm, and doesn't sound nearly as good.

The rest of the driving experience in the SLK is just as pleasant as its exhaust note: the suspension is taut but gives a surprisingly smooth ride at highway speeds. Handling is fairly neutral, and grip is prodigious. Brake feel is excellent, and cross-drilled rotors stay quiet all the time. The chassis is remarkably solid and free of scuttle shake. The transmission is only occasionally slow to react to sudden throttle inputs, and I was disappointed that the non-AMG SLK models lack a full manual mode.

The interior is finished with materials that are a quantum leap from the first SLK's, and a medium-sized suitcase can fit in the trunk even with the top lowered. A simple mesh wind blocker stretches across the roll hoops, and combined with heated seats, a powerful heater, and the delectable Airscarf (which blows warm air on your neck), makes top-down Interstate-speed cruising comfortable even when it's cold. In fact, even at speeds up to 120 mph, airflow is remarkably well controlled in the cabin with the top down.

Mercedes' new, enhanced stereo system sounds fantastic, and the iPod integration works well. Unfortunately, the small screen on the dashboard appears to have the same resolution as a 1980s monochrome computer monitor. Thankfully, it can be switched off completely.

I wonder if some of the SLK's target customers (those lawyers' wives) will tire of the 350's exhaust note, but I certainly wouldn't. In fact, other than my friends' accusations that I was that lawyer's wife, I wouldn't tire of the SLK at all. Hats off to Mercedes for turning the SLK into a real sports car. If it were available with a manual transmission, it would even give the Porsche Boxster a run for its money, and that's high praise indeed.

Ford Escape Hybrid

2008-06-25T21:28:00.001+07:00

Consider one simple fact: The Ford Escape Hybrid is the most efficient hybrids SUV on the market. The front-drive Escape Hybrid has government fuel economy ratings of 34 city/30 highway, while the AWD version offers 29 city/27 highway. What else do you need to know, except that the Ford Escape Hybrid offers plenty of space, comfort, and versatility?

Though the Ford Escape Hybrid Car touts new looks and an updated cabin, it still offers the same mechanics and powertrain as the previous model. Ford did not tinker with a winning formula. Power comes from a 2.3-liter four-cylinder gasoline engine and a pair of electric motors, which together output a net 155 horses. Performance-wise, the Escape Hybrid splits the difference between the slower standard four-cylinder Escape, and the more powerful V6 model.

Hybrid Vehicles

Drivers may also be a little disappointed with handling. The Ford Escape Hybrid’s extra 300 pounds of weight as compared to the regular gas-powered Escape, gives it a noticeable feeling of heaviness. Surprisingly, stability control is not available on this SUV. In addition, the Ford Escape Hybrid may not be the ideal choice if battling harsh weather and road conditions are your top priority. The all-wheel drive of the Ford Escape Hybrid does not possess the sure-footedness found on fully gas-powered vehicles, although the ride quality is more than adequate for both commuting and carting the family.

These pet peeves aside, the Ford Escape Hybrid is a capable, versatile, and efficient vehicle—perhaps the most realized expression so far of the combined benefits and capabilities of an SUV, and the fuel parsimony of a hybrid cars.

GM Moves Forward with Impact Electric Car

2008-06-24T19:29:00.000+07:00

The early 1990s brought many surprises to the advanced technology vehicle field. During this time, the most notable vehicle introduction was that of the GM Impact electric car concept at the Los Angeles Auto Show. Shortly after GM’s top management announced that the concept would become a reality, there was a flurry of activity on many fronts to make this real. GM brought all its resources to bear, from its noted research and development labs to the varied talents of its extensive supplier network. GM’s newly acquired Hughes Aircraft division also provided substantial brainpower from the aircraft and aerospace industries. At the time Green Car editors closely followed this development program and drove the early test mules at GM’s Desert Proving Grounds. This article is reprinted just as it ran in Green Car Journal’s February 1992 issue to share our thoughts on GM’s unfolding electric car efforts.

EVALUATING GM’S ELECTRIC CAR PROGRAM
ORIGINALLY PUBLISHED FEBRUARY 1992 In the two years since GM announced its intention to produce an EV based on the Impact electric vehicle prototype, the automaker has formed an electric vehicle marketing group and brought together an impressive pool of talent to focus on EV development. It has also brought to bear the full impact of its mid-'80s acquisition of high technology-laden Hughes Aircraft through wide-ranging technology transfers. And in an important strategic move, the automaker is using Hughes Systems Engineering and Program Management techniques to guide its complex future EV to market.

Specific component manufacturing sites have also been determined for the EV program. Named to date: Delco Remy Division (Muncie, Ind.) to build the batteries. GM Lansing Craft Centre (Lansing, Mich.) to assemble the vehicles. Delco Remy Plant 17 (Anderson, Ind.) to produce propulsion motors. And Hughes Power Control Systems (Torrance, Calif.) to design and manufacture power electronics and charging systems.

Green Car recently gathered first-hand knowledge of GM's electric vehicle progress at the automaker's Mesa, Ariz. proving grounds. Three electric test "mules", a specially outfitted Chevrolet Lumina APV van and two Geo Storms, were placed at our disposal. We were able to get a feel for off-the-line and passing performance and experience GM's developmental regenerative braking system. Importantly, this session also produced some hard numbers that allow an analysis of EV performance potential.

All three test vehicles were equipped with the componentry being developed for GM's coming Impact-style electric vehicle. Included: A pair of 57 hp (114 hp total) AC induction motors that drive the front wheels; dual MOSFET inverters; and a 42.5 amp-hour, 13.6 kWh battery pack with 32 series-wired 10V batteries.

Elapsed 0-60 mph (0-97 kph) test times of 12 seconds were attained by a Geo test mule. That's within 1 1/2 seconds of the 0-60 mph times attained by an internal combustion (IC) engine powered Storm, and about the same performance as some sport/utility vehicles. Data recorded by one onboard computer indicated an 8 kW power draw at 50 mph (80 kph), 13 kW at 60 mph (97 kph), and 21 kW at 70 mph (113 kph). The Storm's performance times are a full one-third slower than those projected for the Impact-style EV that GM will produce. But the Geos were handicapped with curb weights 610 lbs (277 kg) greater than the Impact prototype, and aerodynamics less favorable at 0.31 Cd vs. 0.19 Cd.

While the heavier Lumina APV was notably slower than the Storm mules, its taller gearing netted an 85 mph (137 kph) top speed, 10 mph (16 kph) faster than the Geos. The electric APV's overall performance and handling suggest the potential as a future fleet vehicle should GM decide to go this route. Certainly, APV styling is already in tune with the image of a future transport vehicle. GM sources advised Green Car that no plans are on the table at this time. In the interim, the APV serves as the perfect developmental vehicle since its cavernous interior allows straightforward testing of various battery configurations.

The only developmental glitch experienced during our testing was with one Storm's inverter, a problem that temporarily affected the synchronous operation of its front-drive motors. This was later remedied. The APV and second Storm did not experience a similar problem. GM Hughes Electronics is currently working on the program's second-generation inverter to make it a low-cost, reliable, and manufacturable unit for a production EV. "To develop the inverter, we have adopted an approach used with the Strategic Defense Initiative Project," shares James Abrahamson, Executive Vice President at Hughes Aircraft Co. "This approach is to work concurrently on several generations of technology at the same time... and the payoff is real." Improvements over the original prototype have found the total number of parts reduced by 85% and costs cut by 97%.

Test sessions like these are eye-opening. But they do leave certain important questions, most notably range, unanswered. When battery power is heavily tapped by quick off-the-line starts and relatively high speeds, range is greatly compromised. Physical laws dictate that an EV will go farther with gentle acceleration and moderate speeds. Unfortunately, not all motorists drive this way.

While this test session was not designed to establish range parameters, Green Car editors feel safe in concluding that a 120 mile jaunt was not in the cards for any of these vehicles on this test day. But the fact that these EVs did accelerate and handle well, and felt so conventionally car-like in many respects, make this a very important milestone for GM and its electric vehicle program.

2009 Mercedes-Benz B-Series Runs on Natural Gas

2008-06-24T19:26:00.000+07:00

Natural gas is becoming an increasingly popular alternative to gasoline and diesel in Europe. It’s less expensive than these conventional motor fuels and has lower carbon dioxide emissions. Also helping is the growing availability of natural gas, with nearly 800 compressed natural gas (CNG) refueling stations in Germany, 600 in Italy, 100 in Switzerland, and 90 in Austria.

Mercedes-Benz has joined in to lend its emphasis to the viability of natural gas vehicles with a bi-fuel engine option for the redesigned 2009 B-Class. The B 170 NGT BlueEFFICIENCY joins B-Class models powered by 1.5- and 1.7-liter gasoline engines (B 150 and B 170), 1.8- and 2.0-liter diesel engines (B 180 CDI and B 200 CDI), and a turbocharged 2-liter gasoline engine (B 200 TURBO). All are four cylinder powerplants.

Identified by "NGT" – for Natural Gas Technology – on the tailgate, the B 170 NGT BlueEFFICIENCY Sport Tourer delivers an identical maximum output of 116 horsepower on either gasoline or natural gas. A driver selects the fuel using a button on the steering wheel. An electronic control unit switches fuel source instantaneously and seamlessly, even while driving.

Mercedes-Benz added four additional gas injectors on the underside of the intake manifold to handle natural gas. A close-coupled pressure governor with an electromagnetic shut-off valve regulates the supply of natural gas and maintains a constant gas pressure in the system.

In addition to the gasoline tank, there are five compressed natural gas tanks with a total capacity of 35.2 pounds, providing a range of over 180 miles. The B 170 NGT has a total range of over 620 miles on both fuels. The tanks are located in the rear and beneath the front passenger footwell. Trunk capacity is about 25 percent less that conventional models but still sufficient for carrying a family's luggage.

The B-170 NGT achieves 32 mpg on premium gasoline as measured on the combined European driving cycle. According to Mercedes, the cost of running on natural gas is around 50 percent less than on gasoline.

Carbon dioxide emissions are some 20 percent lower than in the gasoline-powered B 170 at 135 gm/km, with NOx emissions 11 percent less. When calculated on a total lifecycle basis, carbon monoxide emissions are reduced by over 50 percent. While more CO2 is produced in manufacturing the more complex B 170 NGT, this is balanced out by the savings offered when running on natural gas after 10,730 miles. Germany’s TÜV Technical Inspection Authority has awarded a "Design For Environment" to the B 170 NGT, the first natural gas-powered car to receive the award.

Also new for the B-Class is an ECO start/stop function that’s optional on B 150 and B 170 BlueEFFICIENCY models. ECO automatically turns the engine off when the driver shifts to neutral at low speed while depressing the brake pedal. If the predetermined criteria for engine shut-down are met, a display on the instrument panel informs the driver. When the clutch is pressed or the brake pedal released, the engine starts almost noiselessly and in a fraction of a second. It doesn’t have regenerative braking. Mercedes-Benz says the belt driven starter-generator produces a fuel saving of up to nine percent.

The B-Class is available in Canada although only the B 200 and B 200 TURBO are now sold there. There are currently no plans to bring the B-Class to the U.S., although that’s a scenario we hope will change as the market for small cars – and of course natural gas-powered cars – increases in response to high gasoline prices and concerns about CO2 emissions.

5 Natural Gas Car Facts

2008-06-24T19:25:00.000+07:00

What's the Status of Natural Gas Vehicles?
In years past, a number of auto manufacturers offered cars and light trucks that could operate on compressed natural gas (CNG). All automakers except Honda have left this market in the U.S., although companies like BAF Technologies do modify select existing models to run on gaseous fuels. This lack of CNG vehicles should change for the better since natural gas has so much going for it, especially in this age of rising gasoline and diesel prices and a growing dependence on imported oil. Natural gas is the cleanest burning of all fossil fuels, it’s found in abundance in the U.S., and it’s also significantly less expensive than gasoline.

Safe and Reliable
CNG is actually a safer fuel than gasoline. After all, natural gas is used in virtually every home. Unlike gasoline that can pool on the ground in the event of an accident or leak, CNG dissipates harmlessly into the air. With a very narrow range of flammability to be combustible and nearly twice the ignition temperature of gasoline, it’s also less likely to cause a fire. Because natural gas is such a clean burning fuel, carbon deposits in an engine are nil, reducing cylinder and ring wear so engine life can be much greater than when running on gasoline. Oil change and tune up intervals can also be extended.

Natural Gas is Growing in Popularity
Natural gas vehicles are growing in popularity. This has been driven in recent years by the medium- to-heavy duty market. Natural gas is now widely used in transit buses, school buses, refuse trucks, package delivery trucks, and vehicles used in ports. One thing these all have in common is that they can be refueled at a central location. This is not the case with cars and light trucks that travel where natural gas might be difficult to find. This could have contributed to the lack of interest in natural gas vehicles by general consumers in the past. In recent years, companies like Clean Energy have successfully driven natural gas vehicle use by building fueling stations and supplying natural gas under multi-year contracts to fleets at costs significantly less than the per-gallon cost of gasoline or diesel. Fleet use should lead to greater consumer use in the future.

Convenient At-Home Refueling
At present there are about 800 natural gas stations available nationwide, compared to 175,000 stations dispensing gasoline. Refueling at a fast-fill CNG station takes no longer than tanking up with gasoline. As the fueling infrastructure builds for CNG, the inconvenience of limited public fueling opportunities is softened by the availability of filling up at home. That’s because Honda offers the Phill home refueling appliance, which was developed in conjunction with its Canadian technology partner Fuelmaker and is now manufactured by that company. Phill can be installed in a garage or outside a home to allow refueling using a home's natural gas supply. The refueling appliance does require as much as 16 hours to fill an almost empty tank, although it’s likely that a natural gas vehicle refueled at home will rarely have an empty tank, and an overnight top-off will usually be sufficient for the daily commute. In many cases, vehicles fueled up at favorable natural gas home rates can operate as cheaply as the equivalent of $1.25 to $1.50 per gallon.

Honda’s Civic GX
Unlike bi-fuel vehicles previously offered by other automakers that could run alternatively on natural gas or gasoline, Honda’s “dedicated” natural gas Civic GX – the industry’s cleanest internal combustion production vehicle – has an engine that’s optimized to run only on this alternative fuel. The Civic GX comes only as a four door sedan that looks identical to gasoline Civics. Its 113 horsepower four-cylinder engine produces about 27 hp less than the standard Civic engine but you really can’t feel the difference during normal driving. The equivalent of 8 gallons of natural gas fuel is stored in a 3600 psi pressurized fuel cylinder located at the forward part of the trunk. This tank, which is hidden behind a carpeted liner, does consume some trunk space but leaves quite adequate room for carrying groceries, gear, and luggage. The Civic GX has an EPA estimated 24 mpg city/36 mpg highway fuel rating, about the same as the gasoline Civic. Its real-world driving range is approximately 200 miles between fill-ups. At $25,225, the GX costs about $7,000 more than the gasoline powered LX model but presently qualifies for substantial federal tax credits and other incentives. At this time in California you can even obtain a decal that allows driving a Civic GX in HOV (High Occupancy Vehicle, or “carpool”) lanes even with only one person in the car. This is the same benefit enjoyed by qualified hybrid cars that were issued decals in the state, although no new hybrid decals are available since the maximum allocation of hybrid HOV decals has been reached.

VW Jetta SportWagen Scores High

2008-06-24T19:20:00.002+07:00

Before gasoline-electric hybrids made headlines, the VW turbo direct injection (or TDI) diesel was the undisputed king of fuel economy. Even with competition like the Prius, Civic Hybrid, and Insight, TDI powered Volkswagens often delivered the highest real-world mileage available from the showroom floor. Now, with federally mandated ultra low sulfur ‘clean’ diesel fuel available in the U.S., Volkswagen is set to market the next generation of high-mileage diesel technology in all 50 states.

Later this year, VW will launch its cleanest diesel ever in the form of the Jetta SportWagen. The new four-cylinder 2.0-liter TDI engine meets the most stringent Tier II/ Bin 5 emissions standards, with tailpipe emissions on par with clean gasoline engines. Interestingly, these standards are tougher than their European counterpart, the Euro-5 emission standard. Volkswagen hasn’t officially announced fuel economy estimates, but inside sources indicate that mileage will be 12 percent better than the previous generation TDI. Even with the more aggressive 2008 EPA test procedures, that should mean real-world fuel economy in the low-to-mid 40 mpg range. Hyper-mileage enthusiasts may be able to coax well over 50 mpg from the new powertrain.

The new 16-valve 2.0-liter TDI produces 140 horsepower and importantly 235 lbs-ft of torque. That generous torque launches the Jetta with authority and delivers strong performance under load and on long grades. VW is meeting the strict 50-state emissions standards without the aid of urea injection. Instead, internal engine modifications include unique cylinder pressure sensors that allow a new type of individual cylinder pressure based combustion control. The high-pressure injection pump, common rail fuel supply, and high pressure injectors have also been optimized along with the addition of dual high and low pressure exhaust gas recirculation systems. Exhaust after-treatment includes an oxidation catalytic converter, particulate filter, and a NOx trap.

Perhaps most impressive is what you don’t get with the new TDI. Quiet and smooth, the latest TDI gives few cues that you are driving a diesel. In fact, while idling next to a four cylinder economy car, the TDI was noticeably quieter. And of course, there is no tell-tale sooty smoke or diesel odor.

The Jetta SportWagen is a landmark vehicle. As the first high-mileage clean diesel offered in the North American market, it will bring the long awaited promise of superior fuel economy and clean operation in a very versatile package. The 2.0-liter TDI will also be offered in the Jetta Sedan, and expect the Rabbit TDI to return soon. The verdict? We’ve seen the future of diesel and it is a very good one, indeed.

India Translation Agency

2008-06-18T10:29:00.002+07:00

India officially the Republic of is a country in South Asia. It is the seventh largest country by geographical area, the second most populous country, and the most populous democracy in the world. Bounded by the Indian Ocean on the south, the Arabian Sea on the west, and the Bay of Bengal on the east, India has a coastline of 7,517 kilometers (4,671 mi). It borders Pakistan to the west; China, Nepal, and Bhutan to the north-east; and Bangladesh and Burma to the east. Sri Lanka, Maldives, and Indonesia are in India's vicinity in Indian Ocean.

IAFL Translation & Interpretation Services is India's leading translation agency or translation services company. They respond to 95% of all emails within 1 hour and provide free quotes. Based in New Delhi, India, They also provide translations in Indian languages, Arabic (Arabic Translation), Farsi ( Farsi Translation), and English. They accept and deliver translations by email, FTP, etc. Many globally known companies use There translations. Though They are a sizeable team, They are responsive to minor requests as well.

Beside that, they provide translations for use in India, Pakistan, Bangladesh, Nepal, Afghanistan, Sri Lanka, Iran, Myanmar(Burma), Bhutan, etc.

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Lotus Researches Cars Running On CO2

2008-06-14T08:26:00.001+07:00

Exige 270E Tri-fuel is the next stage of Lotus Engineering’s long-term sustainable, synthetic alcohol research Lotus Engineering, the world renowned automotive consultancy division of Lotus, unveils its latest development towards carbon neutral road transport at the 78th Geneva International Motor Show. The Lotus Exige 270E Tri-fuel is the most powerful road version yet of the Exige (0-60 mph / 96 kph in 3.88 seconds, a top speed of 158 mph (255 km/h), 270 hp (201 kW / 273 PS at 8000 rpm) and it runs on any mixture of gasoline, bioethanol and methanol. Emerging technologies will allow alcohol fuels such as methanol, already a proven internal combustion fuel, to be made synthetically from CO2 extracted from the atmosphere.

An alcohol-based fuel derived renewably from atmospheric CO2 would allow society to transfer relatively easily to sustainable, carbon-neutral internal combustion. Lotus Engineering is researching the use of sustainable synthetic alcohols as potential future fuels, with technology available from Lotus for introduction in four to five years. However, the supply infrastructure investment from governments and fuel companies could take 15 to 20 years.

The Exige 270E Tri-fuel is part of Lotus’ research to understand the complex combustion process involved in running on mixtures of alcohol fuels and gasoline, which will be important for a successful transition from today’s fuels to the sustainable, synthetic fuels of the future.

This research is just one aspect of Lotus Engineering’s ground-breaking work on environmentally friendly vehicles. It is involved with a number of electric vehicle projects, has successfully integrated hybrid technologies into vehicles such as its EVE demonstrator, and recently announced results on a collaboration with Continental Division Powertrain on the Low CO2 downsized three-cylinder engine.

The research into sustainable alcohols is progressing at Lotus’ Hethel headquarters in Norfolk, UK and involves input from the Royal Society of Chemistry’s Alternative Fuel Symposium Series, the Low Carbon Vehicles Innovation Platform, developed by the Technology Strategy Board and direct discussions with the University of Sheffield.

Methanol (CH3OH) can be produced synthetically from CO2 and hydrogen. Ultimately, emerging processes to recover atmospheric CO2 will provide the required carbon that can entirely balance the CO2 emissions at the tailpipe that result from the internal combustion of synthetic methanol. The result is that a car running on synthetic methanol, such as the Exige 270E Tri-fuel would be environmentally neutral.

As well as being green, the great benefit of synthetic methanol is that it would use similar engines and fuel systems to those in current cars; and synthetic methanol can be stored, transported and retailed in much the same way as today’s liquid fuels such as gasoline and diesel.

Synthetic methanol also possesses properties better suited to internal combustion than today’s liquid fuels, giving improved performance and thermal efficiencies. And it is ideal for pressure-charging (turbocharging and supercharging) already being introduced by manufacturers to downsize engines in a bid to improve fuel consumption.

Lotus Engineering’s Lotus Exige 270E Tri-fuel technology demonstrator illustrates how easy it is for synthetic methanol to be embraced over time as a future fuel for road transport. The Exige 270E Trifuel, with its supercharged 2ZZ-GE VVTL-i engine, could be the forefather of a new generation of conventionally driven cars that have the potential to be environmentally-neutral. Mike Kimberley, Chief Executive Officer of Group Lotus plc, explains: “Lotus is a world-class leader in research into a variety of alternative fuels; each has its merits and challenges and some options could be more easily implemented than others. But while motorists want to be green, we do not want to change the culture of total freedom for the owners, who will have an extreme reluctance to spend more at the pump, or to sacrifice the performance of their cars

GM Volt to Cost About $35,000

2008-06-14T08:22:00.002+07:00

The first Chevy Volt electric cars scheduled to reach showrooms in late 2010 will probably cost about $35,000 US in the United States, not the $30,000 US General Motors had hoped, the company says.

GM has found it can’t re-engineer features such as windshield wipers and high-powered audio systems fast enough for the all-electric car, so it will be forced to put expensively redundant systems into the first-generation Volt.

The redundant systems will be eliminated later, probably in the second generation of the Volt, after engineers have had time to rework them for the new world of electric propulsion. “It’s starting to look like it’s going to be close to $35,000,” Dee Allen, a spokesman for GM, said of the first-generation Chevy Volt.

Presently the Chevy Volt team is ramping up battery tests and preparing to create the first functioning Volt prototype.
If you are a GM-Volt fan, please visit GM-Volt.com that has undergone a major redesign. I think you will find the new design better, more functional, and allow you to more easily access information. This is the place were you can find more information on the Volt. I would like to invite you to consider joining and participating in the GM-Volt forum.

Mitsubishi I MiEV Sport Concept

2008-06-14T08:18:00.001+07:00

Based on the i MiEV, the i MiEV SPORT enhances the “driving” image of Mitsubishi’s electric vehicles. The car features Mitsubishi Motors’ unique in-wheel motors in the front plus S-AWC (Super All Wheel Control) — the company’s vehicle dynamics control system - to achieve high maneuverability as well as high levels of both environmental and running performance.

The car brings a new closeness between people and cars; allowing them to become more a part of daily life.

Design

The “fastback” exterior design expresses the quickness of the car with an appearance that is pleasing and lively. An efficient, environmentally friendly electric vehicle thanks to its compact size, it also possesses exceptionally fluid styling. A simplified interior styling creates a pleasant space, allowing occupants to feel at home. Geometry, metallic materials and body epitomize the futuristic electric vehicle. Interior lighting, too, has been carefully thought out, with the use of many blue LEDs suggestive of nature, creating a sophisticated, cutting-edge atmosphere.

The light green exterior marks another association with nature. The pearlescent paint, which shines when hit with direct light, brings feelings of advanced, futuristic technology and environmental peace of mind. The interior is sporty and dynamic as a result of the substantial use of mesh materials, while the space, with various natural elements, fosters feelings of both security and comfort.

Packaging

Like the i MiEV, i Sport MiEV uses a rear-midship design in its layout. Making use of the relatively long wheelbase of this platform, a high-capacity lithium-ion battery is installed in the lowest area under the floor, and components including a motor and inverter are arranged beneath the luggage compartment. This layout provides optimal distribution of weight, front and rear, and a lower center of gravity for stability, sporty performance, and a spacious interior.

Body Structure

An aluminum space frame - a combination of aluminum extrusions and aluminum die casting - is light, rigid and strong; helping to improving performance by minimizing weight.

The optimum layout of structural members, including front-side and cross members, efficiently absorbs crash energy in the event of front-end or side collision. In a collision from the rear, EV components under the back seat and rear floor serve as a barrier to ensure the integrity of the passenger compartment. By making use of the rear-midship layout and utilizing Mitsubishi’s latest RISE (Reinforced Impact Safety Evolution) body, the concept realizes excellent occupant protection in collisions from any direction, even when colliding with a vehicle of different height or weight.

Chevrolet Volt Development

2008-06-14T08:14:00.001+07:00

Engineers at GM’s battery test facilities have developed a new computer algorithm to accelerate durability testing of the advanced lithium-ion batteries needed to power the Chevrolet Volt for up to 40 miles (64 km) of electric-only driving. This advanced computer program duplicates real-life vehicle speed and cargo-carrying conditions, and compresses 10 years of comprehensive battery testing into the Volt’s brisk development schedule.

The battery cycling equipment is used around the clock in GM test facilities in Warren, Mich. and Mainz-Kastel, Germany. It charges and discharges power from the prototype batteries based on the Volt’s approximately 40-mile electric-only drive cycle. Results from this test data will help predict the long-term durability of the battery.

“Production timing of the Volt is directly related to our ability to predict how this battery will perform over the life of the vehicle. The challenge is predicting 10 years of battery life with just over two years of testing time,” said Frank Weber, global vehicle chief engineer, Chevrolet Volt and E-Flex systems. “The battery team is able to utilize human and technical resources around the globe to reduce testing time.”

Testing the batteries in the laboratory provides a predictable environment to compare technologies under controllable situations. The batteries will soon be integrated into “mule,” or test, vehicles with other E-Flex system components for on-road tests.
“Extensive analysis in our battery labs is an important step in proving this technology. We expect to further validate these batteries when they are integrated into engineering development vehicles,” said Weber. “The conditions in a vehicle – where the battery is exposed to shaking, moisture and rapidly changing temperature conditions – are much more extreme than the controlled settings of the lab.”

Saab 9-X BioHybrid

2008-06-14T08:12:00.001+07:00

Saab continues to lead Europe’s drive on the adoption of biofuels as they can make a significant contribution to reducing the CO2 impact of road transport, particularly in the short to medium term, as we continue to work on making hydrogen fuel cell and plug in electric technologies a realistic proposition for the mass market.

One of Saab’s clear messages at the Sexy Green Car Show is that more prominence must be given to the opportunities being generated by second generation biofuels. David Pugh, General Manager, Sales & Marketing Strategy, Saab Great Britain Ltd, is adamant: ‘We cannot give up the challenge of making biofuels a viable alternative to fossil fuels just because there is a whole lot of confusion around about the alleged conflicts with food production. For example, one of the main contributors to the increased demand for grain is not biofuels but an increased trend towards a more protein-rich diet in Asia.’

Saab believes that the move towards second generation biofuels should continue at full pace. These fuels can use, for example, waste by-products from agricultural production rather than the main crop. ‘Over 5 years, enough bioethanol could be produced from 50% of waste straw from UK cereal production to achieve 10% blending with all petrol supplied in the UK and sufficient to power an additional 10% of new car sales on E85 from domestic sources,’ said Pugh.

In the US, GM has formed a partnership with Coskata, a second generation biofuel provider. This partnership allows us to fully understand ethanol development and how to rapidly and efficiently expand production in a manner that maximises the environmental benefit. The Coskata process uses waste to create bioethanol, so arguments about land use change, food vs fuel, sustainability, etc., are irrelevant. The Coskata process uses less water per gallon of ethanol than current processes. For every unit of energy used, it creates up to 7.7 times that amount of energy and, on a well-to-wheel basis, compared to conventional petrol, the process reduces greenhouse gas emissions by up to 84%.
The 9-X BioHybrid

The 9-X BioHybrid’s expressive looks, responsible performance and high tech communications, wrapped in a sporty, fun-to-drive package reflect the uncompromising needs of today’s consumer. Incorporating Saab’s innovative BioPower technology, with an in-built solar cell and design features such as camera-enhanced mirrors, 3-D graphics cockpit and a 4-point seatbelt, the Saab 9-X BioHybrid is a true fusion of sexy design and responsible performance.

Optimised for E85 fuel, the Saab 9-X is intelligently powered: running on E85, the small 1.4 litre BioPower turbo engine generates an astonishing 200hp and 280Nm of torque, as well as reduced emissions compared to petrol. With a full flex-fuel capability, it is a rightsizing formula backed by GM’s next generation hybrid technology, combining electric power boost, regenerative braking, fuel cut-off and automatic engine re-start. On petrol, over the combined cycle, this means CO2 emissions of 117g/km and fuel consumption at 57.6mpg, while CO2 emissions on E85 are projected to be even lower, at just 105g/km. The 9-X BioHybrid also harnesses power from the sun. The solar cell in the glass roof uses this free energy by adding charge to the battery pack whether the vehicle is parked or being driven.

New Cars

2008-06-08T12:25:00.004+07:00

2008 Nissan Versa 1.8S Sedan - Short Take Road Test

New Cars

Nissan has a long and successful history of building great cheap cars. Case in point: the Sentra. Particularly in its first three generations (pre-1995 model year), it was a little compact that established Nissan as a company for people on a budget who didn't want to give up every semblance of fun.

This particular author, for instance, recalls terrorizing the streets of West L.A. in a gray '88 Sentra two-door throughout his college years. With its 70-hp, 1.6-liter four-banger, five-speed stick, and wobbly tires, it was no Corvette, but the indestructible stripper Sentra lived for high revs, yielded 35 mpg, and showed me, a muscle-car guy in high school, the indescribable joys of driving a fast cars.

Versa's Task: Fill the Shoes Sentra No Longer Fits

Alas, the Sentra has grown in size and price. Now in its sixth iteration, it is more than a foot longer than the original '82 model, and its $15,000 base price is several times higher. What's more, the Sentra's frisky personality seems to be in the rearview mirror (the $21,000 SE-R notwithstanding), which partly contributed to a dead-last ranking in our recent comparison of six economy sedans.
Perhaps more important—for Nissan anyway—the Sentra's growth spurt left the company without a car in the very market segment—i.e., the cheap car—on which the company relied so heavily two decades ago. Enter the Versa sedan, the original Sentra's successor for the future cars for other people.

Car Reviews

2008-06-08T12:16:00.002+07:00

<<2009>>

Last month, U.S. Jag dealers sold just over a thousand new cars, despite cut-rate financing. While the entire U.S. car market is going South, Jaguar's stuffy image is sending the venerable marque Hades-wise in a supersonic hand basket. The new XF midrange sedan is supposed to reverse these declining fortunes by burying memories of the bulbous, fusty, pudenda-fronted S-Type (not to mention the execrable X-Type). I grabbed an XF fresh off the transporter to see if Jag’s lobbing snowballs in Hell.

Let’s get this out of the way: the new XF’s design is a pale shadow of the C-XF concept’s drop dead gorgeous sheetmetal. We’re talking supermodel versus neighborhood bartender. The XF’s front end is a particularly boring transmogrification; it's a little weird and the snout’s portal smacks of Volvo’s blandest. The central bonnet creases are a particularly classless affectation. In fact, you could say the XF is nothing more than a Volvo in a slutty dress.

http://www.thecarconnection.com/reviews

The back end almost saves the day; it looks like an Aston Martin. It's fantastic. But Ian Callum gets no props for designing the same car over (DB9) and over (V8 Vantage) and over (Jag XK coupe) and over (XF sedan). If Jaguar was going to show a scintilla of individuality, well, they could have hidden the door handles in the B- and C-pillars.

As for the XF’s interior, we've all seen the boring press pictures included here. The company’s PR photographer should be fired for not doing justice to this four-wheeled shrine to automotive luxury.

The XF’s interior’s fit, finish and materials are the best I’ve ever seen in a production car, without exception. If you're the type of person that appreciates exquisite detailing of a fine watch, you can do nothing but marvel at the XF’s cabin. The wood trim in my optionless "Luxury" trim model could have been fashioned by a bespoke furniture maker. The matte finish is both unique and stunning.

http://www.thecarconnection.com

Saleen S5S Raptor Supercar Concept: Will they build it?

2008-05-04T08:45:00.001+07:00

Chris Theodore, Ford's former head of North American product development and the man who brought us the Ford GT, stopped by this morning to chat with editor-in-chief Jean Jennings and to tell us more about one of his current projects as vice chairman and chief technical officer of Saleen.

That would be the mid-engine Saleen S5S Raptor supercar concept that debuted at this year's New York auto show.

Saleen and its partner company, ASC, Theodore reminded us, are "the largest independent design facility in the world." The product guru elaborates: "We did the S5S partly to showcase our design capability. It was done right here in Michigan, in Warren, by one of our young designers, David Byron. We had an in-house design competition among half a dozen designers, and it came down to two finalists. We had a Betty Crocker bake-off, and David's design won.

"Yes, the car has the potential for reality. We are well aware that the sweet spot in supercars is between about $150K and $200K." [Where Bentley has done so well with the Continental GT.] "We also wanted to showcase our new 5.0-liter, 620-hp motor, which is already available in our Extreme Mustang. We decided, let's float the idea of an E85-dedicated vehicle, and bump hp to 650.

"We designed the car around a feasible business model. And the next thing was to see the market reaction. The response at New York was phenomenal. We got 10 million hits on our Web site, and thousands of articles of one form or another were published.

"Now the car is on tour with some of our 200 Saleen dealers. The S5S Raptor is clearly a magnet for the Saleen brand.

"We have not yet decided whether to build the car. It will be difficult to find the right partner, and there are lots of technical and manufacturing obstacles. If we do decide to build it, though, I could have a prototype S5S Raptor up and running in six months, and it would take a couple of years to bring it to market.

"If we decide to do it, sometime in 2009 we'd have a running prototype."

Build it, Chris. America should not cede this profitable, image-building slice of the car market to the Italians, the Brits, and the Germans. (And the Japanese. The Lexus LF-A might play in this price league, as well.) The new Corvette ZR1 and the Dodge Viper ACR are cresting the $100K mark, but with the demise of the Ford GT, there's nothing else coming out of Detroit to take on the Ferrari F430, the Lamborghini Gallardo, the Aston Martin V8 Vantage, and the Porsche 911 GT2. The slow-selling, outrageously expensive, practically undriveable Saleen S7 supercar, really just a racing car with street clothes, was too much of a stretch for the Saleen brand. But the S5S Raptor is exotic, hot, and uniquely American. Build it!

2008 Ford Fusion SEL

2008-05-04T08:44:00.002+07:00

Although it's a credible entry in the mid-size family sedan segment, the Fusion has never attained the exalted status that this magazine and many other parties have bestowed on the Mazda 6. The 6, after all, shares its underpinnings with the Fusion and other FoMoCo products.

In an attempt to capture some of the Mazda's good vibes, both four- and six-cylinder front-wheel-drive Fusions are newly available for 2008 with an $895 sport package that includes eighteen-inch wheels, red seat inserts and stitching, and a sport-tuned suspension. These mild tweaks hardly create an SVT Fusion, but our four-cylinder test car with a five-speed manual was reasonably satisfying to drive. While not as refined as the Chevy Malibu, it's miles ahead of the Chrysler Sebring. The Fusion's damping was decently firm and its shifter was pleasant, but short gearing makes for a lot of revs on the highway. The steering, alas, was overboosted.

Still, the Fusion reminds us that the basic versions of most family sedans are underappreciated, and no one need feel terribly deprived for passing up a V-6.

A new Mazda 6 arrives later this year, and one hopes that its platform will eventually imbue the next-generation Fusion with a bit more of that Mazda magic.

2009 Dodge Journey

2008-05-04T08:42:00.001+07:00

Sometimes, it seems that carmakers invent names for their products solely so they can insert corny lines into media-presentation speeches. Take the recent launch of the Dodge Journey: "The Journey," the attending media were told, "is always more than the sum of its parts." Heady stuff, especially when you consider that Dodge's new crossover is built on the same platform that underpins the decidedly mediocre Chrysler Sebring.

Regardless, the pitch makes sense: Dodge is aiming the Journey at people in transition (new families and recent empty nesters are the two primary targets) in the hope that it will be seen as something more than just another parts-bin-built crossover. As such, the Auburn Hills company decided to emphasize people-carrying ability over power and budget-oriented practical touches over frippery.

Predictably, then, seating capacity and clever available features are the Journey's strong points. As many as seven passengers can be crammed into the Dodge's interior if you choose the optional third-row seat, and the list of standard equipment includes such positives as stability control; a six-disc, MP3-compatible CD changer; electronic brake assist; myriad storage spaces (see sidebar); and side-curtain air bags for all three rows of seats. Hands-free Bluetooth connectivity, rear air-conditioning, a backup camera, and a 368-watt Infinity sound system, among other goodies, are all optional.

From the curb, the Journey looks a lot bigger than it is, and therein lies the rub: at sixteen feet long, five and a half feet tall, and six feet wide, Dodge's not-quite-a-minivan, not-quite-a-car doesn't have a lot of interior space into which to cram its many features. The Journey's third-row seats are all but useless unless you're a half-pint quadruple amputee, and its second-row seats offer little legroom and a claustrophobic atmosphere akin to sitting at the bottom of an oil drum.

Nevertheless, that "sum of its parts" line wasn't just hype. Oddly, the 3800-pound base Journey is far more satisfying to drive than its 3300-pound Sebring sibling. Unlike in the Sebring, road noise and annoying engine thrum are kept to a minimum. The Journey's rocker panels and key sections of its unibody are filled with closed-cell expanding foam, which helps to make the Journey one of the quietest sub-$30,000 vehicles we've driven. The standard 173-hp, 2.4-liter four-cylinder engine is unobtrusive and well-behaved, and the optional 235-hp, 3.5-liter V-6 provides a decent amount of off-the-line thrust. As you'd expect, the Journey's chassis suffers from some of the same maladies that the Sebring's does - chiefly, underdamped body motions and a lack of steering feel - but it still handles predictably, and the rear suspension offers up none of the impact noise found in the Sebring.

What impressed us most, however, was the Journey's interior, which exudes a quality not usually found in Chrysler products, with soft-touch plastics and tight panel fits. This upgrade reportedly came - late in the Journey's development cycle and at great cost - at the behest of Chrysler's parent firm, Cerberus Capital Management, and it's a welcome instance of corporate meddling.

The Journey is a decent, if not earthshaking, effort. Packaging disappointments and other complaints are partially offset by a low base price - four-cylinder models start at just $19,985 - and although the competition is often more entertaining to drive, few competitors offer as much bang for the buck. Or, to be more succinct, the Journey - also known as getting there - might not be half the fun, but at least it's cheap.

2008 Subaru Legacy Boxer Diesel

2008-05-04T08:40:00.001+07:00

Now that the air-cooled Volkswagen Beetle and its siblings rest in peace, only Porsche and Subaru stand by the boxer-engine principle. In a worldwide first, the Japanese have now taught the horizontally opposed piston engine to feed on diesel fuel. The layout? A 2.0-liter, aluminum-block, four-cam four-cylinder.

We tried the promising fuel miser in the Legacy sedan and the Outback wagon, and we came away impressed. Like all horizontally opposed engines, Subaru's new diesel eliminates second-order shaking forces. The end result is a smoothness - and a lack of noise - not usually associated with an oil burner. The 148-hp four-cylinder revs to a 4400-rpm redline, and although it's not ridiculously quick (60 mph arrives in 8.5 seconds, according to Subaru), prompt accelerator-pedal response and a wide, middle-of-the-tach sweet spot go a long way. Fuel economy is expected to average about 40 mpg in Legacy-based applications, and top speed will likely approach 130 mph.

Subaru's diesel hits Europe this month, but happily, its stateside arrival isn't far off - American Subaru dealers are due to see it in 2010. Subaru of America has not yet decided which vehicles it will offer with the diesel, but the Legacy, the Outback, and the Forester seem like obvious candidates. As one would expect, the usual modern diesel equipment will be present, including common-rail, high-pressure fuel injection; four valves per cylinder; a particulate filter; and a variable-vane turbocharger.

If 148 hp doesn't seem like much, fear not: an output bump is reportedly in the works, along with a six-cylinder variant sporting up to 300 hp for certain markets. Incidentally, Subaru is also working on combustion tweaks and a more sophisticated catalyst that will allow its diesels to meet emissions regulations without using urea injection. The mood in-house is nothing if not ambitious. "We think we're on the right track," states a senior Subaru engineer. "In a few years, 30 percent of all Subarus will be diesel-powered." That's a hefty goal, especially since it remains to be seen if diesel cars will really catch on in America. For now, however, Subaru has made a commendable first step.

2009 Honda Pilot

2008-05-04T08:39:00.001+07:00

Like it or not, minivans offer the best cargo/passenger-hauling versatility. But they're just not cool. In 2003, Honda addressed this dilemma by recycling a few Odyssey minivan parts to create the Pilot, which lost the minivan's nerdiness but kept all of the benefits of its unibody, front-wheel-drive platform: a stiff structure, seating for eight, and better handling than its body-on-frame peers.

Now, Honda has removed the last visible relic of the Pilot's minivan roots - the column-mounted shifter. The 2009 Pilot looks like a more muscular caricature of its predecessor, with enormous headlights, a menacing grille, and thick C-pillars. It's a bit bigger, too - overhangs are the same, but the wheelbase has been stretched by almost three inches, facilitating access to the nicely sized third-row seats.

All 2009 Pilots use a five-speed automatic transmission attached to a revised 3.5-liter V-6 that produces 250 hp and 253 lb-ft of torque. Thanks to Honda's newest version of VCM (variable cylinder management), the engine can run on either three, four, or all six cylinders, depending on how much power is needed. Active engine mounts and an eight-inch subwoofer cancel out any strange vibrations created when the engine isn't running on all cylinders.

What Honda hasn't been able to cancel out, though, is torque steer - even on models equipped with optional four-wheel drive. That's surprising, because Honda boasts that its VTM-4 all-wheel-drive system sends power to the rear wheels under acceleration. It must not dispatch enough grunt rearward, though, because it's not difficult to squeal the front tires off the line or light up the inside front wheel when accelerating out of low-speed corners.

Other front-wheel-drive crossovers, such as the Toyota Highlander, do a better job of mitigating torque steer and front wheel spin, but the new Pilot does almost everything else as well or better than its peers. It's ten inches shorter than a GMC Acadia but offers almost as much passenger space and feels like it's half the GMC's size from behind the wheel. It seems quieter inside than the Highlander, and its thick-rimmed steering wheel and supportive seats make the Toyota's cockpit feel cheap by comparison.

In fact, the interior is the biggest upgrade for the 2009 Pilot. The materials feel much more expensive and even better screwed together than before - which is saying a lot. The instrument cluster is especially cool, with black numbers floating on a transparent surface and orange needles below. Many of the gizmos you expect to find in a family hauler - navigation, Bluetooth, and a rear DVD entertainment system - are relegated to the top-of-the-range models, but all Pilots have huge, well-designed storage bins throughout the cabin.

We're not sure that consumers will continue to favor boxy SUV styling in the face of ever-increasing fuel prices. However, for families who are too self-conscious to be seen in an Odyssey, the Pilot does a good job of looking tough on the outside while coddling its passengers in comfort.

2010 Mercedes-Benz GLK350

2008-05-04T08:37:00.000+07:00

Mercedes-Benz has yet to let outsiders drive its new GLK on pavement, but we have now piloted the Baby G through a day off-roading and found it to be a talented mud-crawler, a competent gravel kicker, and a fearless forder. Our location was a cordoned-off quarry where, after three consecutive days of rain, the terrain was soaked, the climbs were soapy, and the narrow descents felt more like polished toboggan runs.

We followed an instructor in an M-class who got stuck on the steepest section and slid back down with minimum control and maximum luck. The lighter and nimbler GLK - which is loosely based on the C-class 4Matic wagon-duly mastered the hill. Keep up the momentum and the all-season tires find enough grip, the chassis provides enough ground clearance, and the electronic helpers distribute enough oomph to make sure the 4034-pound all-roader pulls through. In terms of wheel travel, overall compliance, and response to extreme obstacles, the steel-sprung GLK is every bit as competent off-road as an ML equipped with the optional Airmatic system. Short overhangs, 7.9 inches of ground clearance, generous ramp angles (23 degrees in the front, 25 degrees in the back), and the commendably elastic suspension ensure that this Benz doesn't lose its composure when the going gets tough.

A conventional center differential divides torque in a 45:55 ratio between front and rear axles. Automatic brake applications curb spin at each wheel. When the going gets slippery, a multi-disc clutch is partially closed to alter the front-rear distribution, thereby maintaining forward momentum. Even with ESP electronic stability control switched off, you can always rely on a slight rear-wheel bias. If mud, snow, and sand are really your preferred terrain, you may be disappointed to learn that, in the United States, M-B won't offer the optional off-road package, which includes hill descent control, full underbelly protection, and the so-called G button, which causes the transmission to rearrange its shift points, the throttle pedal to respond with extra care, and ESP to permit more wheel slip to keep up the torque flow.

Mercedes' new baby doesn't exactly charm with its appearance. Its boxy body, with upright windows and heavy-handed sculptured side panels, looks unhandsome at best. The design is supposed to convey timeless G-wagen cues, but we think the GLK could have done with a fashion advisor. Inside, the blocky theme continues, and the materials aren't always first-rate. But the ergonomics are good and passenger space almost equals that of the M-class. Cargo volume measure 23.3 cubic feet behind the rear seats and 54.7 cubic feet with the back row folded.

We drove the GLK350, which is powered by the 268-hp, 3.5-liter V-6. It will be the sole model for the United States, at least for a while (a diesel could come later). Mercedes' claimed 0-to-60 mph time of 6.5 seconds undercuts that of the 260-hp BMW X3 3.0i, which needs 6.9 seconds for the manual and 7.1 for the automatic. Predictably, Mercedes doesn't offer a manual transmission here; instead, its seven-speed automatic is standard. Key extras are Comand with navigation, adaptive headlights, a rear-view camera, and a rear-seat DVD system with two screens.

Admittedly, 99 out of 100 owners won't ever take their GLK off-road. But we did, and we came away impressed. Although it's too early to tell exactly how the Baby G will fare on highways and byways, the compliant suspension, the communicative steering, and the convincing engine/gearbox combination suggest that this Mercedes will give the Audi Q5 and the BMW X3 a very good run for the money.

2008 Bentley Brooklands

2008-05-04T08:35:00.001+07:00

There is no way around it: the Brooklands coupe, the new range-topper from Bentley, is a magnificent absurdity. Standing blunt and foursquare, the nearly three-ton four-seater from Crewe is as incongruous as the ballerina hippos in Disney's Fantasia. Like them, it is implausibly graceful and capable in motion. On the face of it, the fact that one of the most beautifully finished cars ever built is capable of running with ultimate two-seat sports cars from Italy and Germany on twisting roads is absurd. That this huge mass can go from rest to 60 mph in a mere five seconds, and that it can go on to 184 mph on its standard tires, is frankly incredible. But absolutely true.

Everything about the Brooklands is over the top, whether one is talking about the biggest brakes offered on any production car or the most completely leather-lined cabin available today (even the headliner is made with flaw-free leather from contented cows). This is a car of extremes, which is as it should be. There's no point in paying some $350,000 for a car unless it possesses qualities that lesser vehicles do not. This one does, in spades.

There is no magic in getting a lot of power - 530 hp at a mere 4000 rpm in this case - out of a big-capacity engine, especially with the aid of turbocharging and modern electronic controls. It's less easy to make the engine smooth as glass and quiet as a limousine, not to mention giving it, Bentley says, "the highest-ever torque output of any V-8 automotive engine in the world." To apply all that potential in a chassis conceived long ago - giving it excellent body control, a fluidly comfortable ride, and precise, almost perfectly weighted steering - is a feat of superior automotive engineering. To be able to achieve all this so that rear-seat passengers aren't subjected to uncomfortable side loads in tight curves denotes real mastery.

There are going to be only 550 Brooklands coupes, and 500 of them have already been spoken for. Two of the cars used for the press launch are earmarked for Martin Winterkorn and Franz-Josef Paefgen, head of the Volkswagen Group and of Bentley Motors, respectively, so the cars were well-equipped, including 16.5-inch carbon-ceramic brake rotors (an option that costs a bit more than a base Volkswagen Rabbit). We are convinced that most of the reason for the impressiveness of German cars - and Bentley is a German car now, like it or not - comes from the fact that their top executives drive their products and drive them hard.

The Brooklands is a variant of the Azure, with its steel roof panel brazed onto the existing reinforced convertible platform. It is heavy, yes, but it's also unyieldingly stiff and provides a base for precision control of the suspension systems. This is almost certainly the last iteration of the big cars that were initially created under Vickers ownership, but from conversations with Bentley staff, we have the impression that there will be new V-8-powered cars in the future. Those cars will have a more modern electronic architecture (the parking brake is still mechanical, unlike those of many European midrange family sedans) and much lighter and stronger body/chassis structures with better space arrangements.

The Brooklands' cabin is exceptionally comfortable, and all four seats are electrically adjustable. There's ample leg, head, and foot room for six-foot-plus people in the rear, even with the front seats fully aft and down. The comfort extends to the visual and the tactile. Every detail is a pleasure to the touch, and there are no jarring deviations from quality materials that might displease the most critical eye. All the interior brightwork is polished stainless steel, not plated metal. The ergonomics are nothing to get excited about, especially the extraneous starter button, but the whole ensemble is aesthetically satisfying in a sumptuously understated manner.

Indeed, the whole car is satisfying to contemplate. For a couple, this is really the perfect grand tourer. The trunk isn't huge, but it will hold enough luggage for two people. It's easy to imagine wafting from château-hotel to château-hotel, and then perhaps picking up another couple for a run to dinner at a fine restaurant. Ease, refinement, and exclusivity . . . what more could someone with at least a $5 million net worth (which Bentley considers the minimum standing for entry to the Brooklands club) require?

From the centerline of the front wheels rearward, this is a truly beautiful, very slightly old-fashioned, and very British-looking machine. From the wheels forward, it is a bit coarse and carries a few too many sport and racing cues and not quite enough brightwork for anyone who reveres the early-1950s Continental R coupe. As noted, though, almost all of the 550 Brooklands coupes are spoken for. May the owners enjoy having them as much as we enjoyed our drive.

2009 Audi A4 Avant

2008-05-04T08:34:00.000+07:00

Ibiza, the notorious party island off the coast of Spain, isn't exactly the first location that comes to mind for the drive of a new station wagon - it's more the kind of place where you step off the plane and they hand you a packet of crystal meth and a glow stick. But even without those, we managed to enjoy our time behind the wheel of the new Audi A4 Avant. Ibiza's narrow, winding roads were largely empty - we guessed it was because debauchery season hadn't yet begun, but evidently the island's inhabitants were just inside with curtains drawn, sleeping off their hangovers.

That meant fewer puttering, diesel Seats to zoom around, a task of which the Avant's 3.2-liter V-6 made quick work. So, too, did the spunky new 2.0-liter turbo four-cylinder - which is unrelated to the outgoing car's 2.0-liter and which proffers an additional 11 hp and 51 lb-ft of torque. That engine was paired with a six-speed manual and front-wheel drive in the second car we sampled.

Unfortunately, neither of those powertrain combinations will be seen stateside, where the market for compact, luxury-brand wagons is small. (Mercedes-Benz no longer sells its C-class wagon in the States, although you can still get a BMW 3-series wagon.) So, Audi is trimming the A4 Avant lineup, and we'll get the new wagon with only one powertrain: 2.0T, Quattro, automatic - a combination that was not hand on our sunny Spanish island.

Still, we did learn a few things about the fifth generation of the A4, which is the most changed since the model made its debut in the mid-1990s. The car uses Audi's reconfigured transmission and torque converter (or, in stick-shift cars, transmission and clutch), first seen in the A5/S5. It allows the engine to move rearward in the chassis, meaning more of the powertrain's weight rides within the wheelbase and less hangs out ahead of the front axle. This is also the first A4 with a 60-percent rear-biased Quattro system. Together these changes help the car feel more balanced and less nose-heavy than before, although you still won't mistake it for a rear-wheel-drive car. Another new feature is Audi's Drive Select, which allows the driver to choose among sport, comfort, or automatic settings for the steering effort and quickness (the latter thanks to an actively variable ratio), throttle and automatic transmission mapping, and damper firmness.

The system ends up being a mixed bag: We liked the flatter cornering and slightly higher steering effort afforded by the sport mode, but compared with the standard steering, the active steering is less predictable and too twitchy and nervous in low-speed corners. Other new technologies include a blind spot warning system, intelligent cruise control, a rear-view camera, and a power tailgate. The new A4 is nearly five inches longer and is wider as well, which yields fractionally more interior space - six-footers can sit in back, although there's not much room to spare. The dramatically sloping roofline is bad news for anyone who wants to carry bulky items; apparently they're expected to switch over to the new Q5. The A4's interior is a close kin to the A6's, which is good company indeed.

Despite the behavior of some members of the U.S. press contingent in Ibiza - one of whom deposited some regurgitated Jack Daniel's on the tarmac before boarding our early-morning flight out - Americans evidently are considered rather staid where the new A4 Avant is concerned. Sure, we can groove to its curvy new shape and its general wagon hipness, but we're not racy enough to get the manual transmission or the most powerful engine. And if you're holding out hope for the new S4 Avant or the RS4, sorry to disappoint you, but word is that those party wagons are unlikely ever to touch down in America.

2008 BMW 1-series Convertible

2008-05-04T08:33:00.000+07:00

BMW wants people to see its new 1-series as the reincarnation of its classic 2002, but in fact the 1-series coupe looks, feels, and drives like a 3-series that's shrunk in the wash. In convertible form, the 1 counters that shrink-wrapped feeling with the expansiveness of an open-air car, and it makes for a highly enjoyable combination.

As with the coupe, the 1-series convertible mirrors the 3-series mechanically. Both cars offer the same two 3.0-liter straight-six engines, available with or without turbos. Either engine can be controlled via a six-speed automatic (with available shift paddles) or a six-speed manual. The smaller car is about 300 pounds lighter, which shaves between 0.1 second and 0.3 second off the 0-to-60-mph time. BMW quotes 6.4/7.0 seconds for the 128i (manual/automatic) and 5.4/5.5 seconds for the 135i.

Like the 3-series, the 1-series is one of the least tortured of BMW's current designs, although it suffers the Z4-style sow's-belly curve along the bottom of the front doors. Still, the 1 and the 3 both work well as convertibles, with fairly upright windshields that keep the A-pillars out of the driver's and front passenger's faces plus a near-horizontal beltline that preserves the view out for rear-seat riders.

Speaking of rear-seat riders, their accommodations are one area where there is an appreciable difference between the 1-series and the larger 3-series. In the smaller car, back-seat space is marginal - the seatback is very upright, legroom disappears if the front seats are pushed back too far, and limited shoulder room forces riders to cozy up to each other whether they want to or not.

The other major difference between the two is their folding tops. Whereas the 3-series has a retractable hard top, the 1-series uses a fabric roof. The cloth top makes for a serious rear-quarter blind spot and is also noisier, but the rushing wind doesn't really get boomy until near 90 mph. We think the fabric roof looks more handsome than the folding hard top (with its cutlines in the roof and along the rear flanks), and it also saves a good 150 pounds or so.

Slide behind the wheel, and you could easily believe you're in a 3-series. The cockpit is slightly narrower (like the 3-series of a dozen years ago), and the interior decor is equivalent, if not identical. This is not some obviously cheapened version, like the old 318ti hatchback. From the fat steering wheel to the gauges to the switchgear - including iDrive, but only if you order navigation - it's all familiar BMW fare.

The shift action and the clutch take-up are sublime, just as they are in so many BMWs. According to project leader Herbert Rauberger, the suspension tuning of the convertible is designed to mirror that of the coupe. In our test car (which was not equipped with the stiffer sport package), we found a pleasant combination of firmness and compliance. The 1-series has near 50/50 front-to-rear weight distribution, which keeps it from being nose-heavy. Handling is clearly biased in favor of grip rather than easy oversteer. It proved to be a highly satisfying setup on the winding roads carved into the edge of the hills north and west of Valencia.

The high-revving six, however, sometimes left us wanting just a bit more, and the good news is that we Americans will get it. Our test car was the European-market 125i, a version that is not coming to the States; its 218 hp is slightly less than our base 128i's 230 hp. Of course, for those who really want more, there's also the 300-hp 135i.

Our 125i also differed from U.S.-bound cars by being equipped with regenerative braking and a deep-cycle battery (which lessen the draw from the alternator) along with closing flaps behind the grille (to aid high-speed aerodynamics when less engine cooling is needed), all elements of BMW's Efficient Dynamics effort to lower fuel consumption. The car also featured electric power steering (as will our 128i), but as much as we're in favor of efficiency, that's one item we'd rather skip. This is one of the better electric-assist systems; it's precise and even provides a measure of steering feel, but it doesn't have the natural build-up of effort that helps make BMW's hydraulic-assist steering so superb. Happily, that system is standard on the 135i - and just as happily, BMW's weirdly nonlinear active steering is relegated to the options list.

Even with electric power steering, the 1-series convertible is easily the best drive in its segment. Provided you don't often carry rear-seat passengers and can live with a fabric roof, it does everything its bigger brother does at a price that's ten grand less. That's a package that fits us just fine.

2009 Mercedes CL550 4Matic

2008-05-04T08:24:00.003+07:00

What athlete wouldn't appreciate a little more grace?

This summer, Mercedes-Benz will begin offering its 382-hp CL550 with standard 4Matic all-wheel drive - the first time any large Mercedes coupe will get such a feature.

Giving the CL greater traction - and therefore better low-grip handling - the coupe's permanent 4Matic all-wheel drive system helps the CL appeal to snow-belt drivers by splitting torque between the front and rear axles at a 45/55 ratio. The CL's center differential uses a twin-plate clutch to manage the torque distribution between the front and rear axles.

Integrated into Mercedes' seven-speed automatic transmission's case, the CL's updated 4Matic system debuted two years ago on the S-Class. Unlike the earlier 4Matic system, it doesn't require special suspension parts or a wider transmission tunnel. Additionally, the extra gears and shafts driving the CL's front wheels only add 154 pounds to the CL's weight, and improvements to the drivetrain ensure that fuel economy doesn't suffer.

And while clear Vienna skies didn't give us an opportunity to truly feel the CL's new 4Matic system, we can tell you it certainly doesn't hinder the Mercedes' ability to scramble up twisting country hillsides.

KTM Dallara Challenge ; The X-Bow is back in production trim as the Dallara Challenge.

2008-04-06T18:55:00.003+07:00

Austrian motorcycle maker KTM stunned the Geneva show last year when it presented the concept version of its X-Bow, the company’s first automobile. Designed primarily as a track car, KTM’s lightweight roadster, which tips the scales at less than 1500 lb., is powered by a 240-bhp turbocharged, direct-injection 4-cylinder engine from Audi. That engine is mated to a 6-speed manual gearbox.

The X-Bow is back in production trim as the Dallara Challenge. This extreme machine is designed to compete in a spec racing series named after the legendary Italian race-car maker that builds all the chassis for the X-Bow.Although the car is powerful and light weight, top speed is not the prime consideration in the X-Bow’s development. Rather, the car emphasizes handling, in which aerodynamics plays a crucial role. As a result of extensive testing in Dallara’s wind tunnel, the X-Bow is fitted with a unique rear diffuser that helps to generate 440 lb. of downforce.

KTM claims the X-Bow is capable of pulling 1.23g on the skidpad.Even though the X-Bow was conceived as a track car, it has a 2-passenger cabin, leaving the door open for street homologated versions of the car and perhaps even a closed-cockpit version.

TechArt GTstreet

2008-04-06T18:52:00.002+07:00

Aftermarket tuners, especially German ones, simply love the Porsche 911 Turbo. TechArt is no different, turning its considerable talents to Zuffenhausen’s 997 edition of the 911 Turbo to create one of the most potent street-legal machines ever.

The GTstreet edition turns up the boost on a pair of BorgWarner Variable Turbine Geometry (VTG) turbochargers to add an extra 150 bhp, extracting a total of 630 bhp and 605 lb.-ft. of torque from Porsche’s 3.6-liter flat 6 engine.

This massive infusion of power produces some stunning performance figures. According to TechArt, the GTstreet is capable of 0-62 mph acceleration of just 3.2 seconds and a top speed of 214 mph. In just 10.9 seconds, the car can reach 124 mph.

In addition to the engine modifications, the GTstreet is equipped with carbon- ceramic brakes with 6-piston front and 4-piston rear calipers. The all-wheel-drive system with its factory installed stability-control system is retained.

Extensive wind-tunnel testing resulted in a striking body design. The GTstreet has larger front openings, a front splitter and lower, wider side rockers that channel air upward into the rear intakes. At the rear is a large wing set at an optimum angle to generate the downforce needed to counteract lift when the car is at top speed.

Rinspeed sQuba Concept

2008-04-06T18:48:00.003+07:00

Swiss car designer Frank M. Rinderknecht has a fascination with the 1977 film The Spy Who Loved Me, wherein James Bond’s Lotus Esprit was able to drive underwater. In that vein, Rinderknecht’s latest Rinspeed creation is a Lotus Elise converted into “the world’s first real submersible car,” according to the company. The conversion was largely performed by Swiss engineering specialist Esoro.

The mid-mounted combustion engine of the Elise was replaced by three electric motors (powered by rechargeable lithium-ion batteries)—one provides propulsion on land, the other two drive the screws for navigating the underworld; two Seabob jet drives are located up front, which breathe through special rotating louvers to open and close the water intake. All of which make the sQuba a zero-emissions vehicle.

When driving on land, the sQuba’s stainless coil-over suspension by KW automotive and large Pirelli tires on custom wheels from AEZ should provide better handling than your typical amphibious vehicle.

The sQuba is functional to a depth of 10 meters, but for safety reasons as the car submerges, the interior (done up by Strähle and Hess to be saltwater resistant, with mother-of-pearl trim and diamond-plated, non-slip inlays from KGS Diamond) gets filled with water. In scuba-diving fashion, an onboard tank of compressed air provides oxygen for the occupants. Bathing suits (or water-resistant clothes) recommended.

Lorinser Nardo3 SL

2008-04-06T18:47:00.002+07:00

If you’re looking for the ultimate bad-boy ride, Lorinser may have your number with the Nardo3 SL, a pumped-up version of the Mercedes-Benz SL 2- seater.

Named after the famed high-speed Italian oval, the Nardo3 is simply a beast. The German tuner has worked its magic on the twin-turbo 6.0-liter V-12, boosting output to an amazing 660 bhp and promising a top speed of 220 mph. Even more awe inspiring is the 747 lb.-ft. of torque.

The Lorinser Nardo3 has been fitted with all sorts of aerodynamic devices that not only keep the car firmly planted to pavement when traveling triple digit speeds, but also adds to the outlaw aura. The front and rear fascias have been modified with extra inlets to improve airflow to the engine and brakes.

There’s also a new scoop ahead of the rear wheels and a corresponding exhaust outlet behind the rear wheels that also aids in brake cooling.All this muscle does not come at the expense of comfort. All the cockpit amenities that you’ve come to expect from this Mercedes-Benz flagship have been left intact.

Not only is the car fast, it is exclusive. Only 50 copies will be produced by the German tuner.

2009 Rolls-Royce Phantom Coupe

2008-04-06T18:44:00.001+07:00

In 2007, Rolls-Royce sold 20 percent more cars than the year before. Since BMW took over one of the most traditional British brands in 1998, only Emily (the nickname of the Flying Lady that adorns the cars’ grilles) remains. Today, Rolls-Royce resides in Goodwood, U.K., manufacturing its Phantom models. After this summer, this Phantom Coupe will be added to the model mix.

Based on the Drophead Coupe soft-top, and sharing most of its dimensions, the closed version comes with upgraded suspension and will therefore be the sportiest Rolls in the range. It also retains the Drophead’s unique suicide-style doors. The engine and corresponding power remain the same, but its 453 bhp and 531 lb.-ft. of torque from the 6.75-liter V-12 should be more than adequate. It delivers power to the rear wheels via a 6-speed automatic transmission. Incidentally, the fuel capacity has been increased by 25 percent over the convertible version. The lower tailgate can be positioned to create a seating platform for two adults, called the “picnic boot.”

The Phantom Coupe is a massive automobile in the grandest of tradition. Riding on a 130.7-in. wheelbase, the new coupe measures 220.8 in. in overall length and has 21-in. wheels. Priced at Euro 360,000 (the U.S. price has yet to be given), the Phantom Coupe is for the lucky few

2009 Maserati GranTurismo S

2008-04-06T18:43:00.001+07:00

One year after the GranTurismo coupe’s debut, it’s time to rev the car up a bit. The new GT S version can be recognized by its sinister alloy wheels and by its extra howl, coming from the exhaust pipes of the larger 4.7-liter V-8, up from the original 4.2 liters, which now packs a 440-bhp punch (up from 405).

Also new is an electro-actuated transaxle-mounted gearbox with sequential paddle shifters and an automatic clutch. The so-called MC-Shift system was adapted from Maserati’s exotic MC-12 mid-engine racer.

The GranTurismo S also benefits from new brakes, developed in conjunction with Brembo initially for the larger Quattroporte S sedan. The revised braking package feature front rotors made with a dualcast technology, which casts the units out of iron and aluminum. These discs are paired with aluminum mono-block calipers with six pistons.

The GranTurismo rides on a 115.9-in. wheelbase and is 192.3 in. in overall length. The GranTurismo’s sexy shape was created by the Italian design house of Pininfarina.

In addition to minor detail changes on the car’s body, the interior has been freshened with the use of Poltrona Frau leather and Alcantara inserts distinguished by horizontal piping on the seats and seatbacks.

2009 Bentley Brooklands

2008-04-06T18:41:00.001+07:00

It's tough to get more "automotively English" than Bentley and Brooklands.

The former is, of course, the famous automaker while the latter is a historic- if-now-defunct high-speed race track near London. Put the two names together in 2008 and you have a new coupe that is the sum of 6.75, 530, 774, 3, 5.0 and 340,990.

How does it add up?

You begin with the chassis of the Bentley Azure convertible, already stiffened to be a luxury drop top. Add a steel coupe roof while retaining in all but one piece of the convertible structure, and you have a very rigid automobile. Make certain that top matches the lower body, give it an air of luxury and style and add the name Brooklands.

Now here come the numbers. Take the rather traditional Bentley V-8, displacing 6.75 liters, add a pair of turbochargers and the appropriate internal changes needed, and you come away with 530 horsepower and 774 lb.-ft. of torque. The 3 is an approximate number, but represents the Brookland's weight in tons with driver and passenger. That 5.0 is the number of seconds to get the big Brooklands to 60 mph. You've probably guessed that $340,990 is the base price of the Brooklands coupe. With options and taxes you may be closer to $400,000.

It is a beautifully done machine, from its hand-finished body seams to the highly polished solid wood trim to the military straight stitching. Bentley says this is the most commodious coupe cabin in the world, and it feels like it when you're stretched out in back enjoying the countryside blur by.

With the exception of new uprights to allow for the optional ($30,000) carbon- ceramic brakes, the suspension pieces also carry over from the Azure, though tuned to sportier — as in firmer and flatter — performance.

It is a mighty thing to stomp the gas, feel the back end slew a bit as the power bites and rushes the great machine forward. Once the road starts winding, the Brooklands is surprisingly agile though it is somewhat light-steering. Mind you, as it edges right, then left down the road, you will never forget this is one big, heavy machine... nothing cat like about it. But as a piece of traditional British automotive power, it is impressive.

2009 Mercedes-Benz SL63 AMG

2008-04-06T18:39:00.001+07:00

Another eagerly awaited car bowing at the Geneva show is the all-new Mercedes- Benz SL63 high-performance roadster.

This AMG-built 6.3-liter V-8 powerplant should produce in excess of 500 horsepower and will most likely be mated to Mercedes’ 7-speed automatic transmission featuring AMG Speedshift steering wheel-mounted paddle shifters.

Highlights to the latest iteration of this venerable German top-down two-door SL-Class include a sportier, new-look front fascia and hood, McLaren SLR-style side vents, a restyled cabin, and Airscarf – a head and neck warming system integrated into the headrests to allow for more top-down touring in the cooler seasons.

But this classy yet athletic-looking machine gets an even more aggressive look for the SL63 model. Lightweight 5-spoke alloys are shod with large-diameter, low- profile performance rubber for improved handling. And that aforementioned “fish gille”-styled side vent on the standard car is replaced by a larger, sturdier- looking one piece appliqué featuring bold “6.3 AMG” scripting. At the back, a more pronounced rear undertray, quad exhaust tips and a lip spoiler running across the trunk from taillight to taillight lets those caught in its wake as it rapidly passes by know that this isn’t any ordinary SL.

Prices for the new SL-Class should range between $100,000 (V-8 engine) and $140,000 (V-12-equiiped), with the new SL63 likely slotting in somewhere in between (though most likely closer to the upper echelon).

2009 Lamborghini Gallardo LP560/4

2008-04-06T18:38:00.001+07:00

Presented in Geneva, the refreshed Gallardo will come with the designation LP560/4, which describes its beefed-up V-10 (now at 5204 cc) that delivers 560 horsepower (an increase of 40) and its all-wheel drive. Lamborghini claims it will run to 100 km/h (62 mph) in 3.7 seconds, while its top speed will be 6 mph higher, at 202.

The new LP designation, similar to that used on the Murciélago, refers to the engine’s longitudinal and posterior positioning in the car. The engine upgrades, which include direct injection and a flat plane crankshaft, come courtesy of Lamborghini’s parent, Audi AG. Similar technology was employed on the V-10 engine in the Audi RS6 sports sedan.

The revamped Gallardo is also distinguished by styling changes front and rear and new alloy wheels. The front end is more aggressive, with slightly larger intakes. The interior remains virtually unchanged, except for a few new switches on the center console.

The first LP560/4s will arrive in the U.S. in August, alongside the current Superleggera version, which is sold out until spring of 2009. Lambo’s top model—the Murciélago—will remain largely unchanged for the next two years, although a Superveloce version (to be unveiled at the Paris show in October) is expected next year.

Ferrari 612 Scaglietti

2008-04-06T18:35:00.002+07:00

Those expecting to see a new entry-level Ferrari at Geneva, possibly called the Dino, were disappointed. But we do hear such a car may be possible at the Paris show later this year. In the meantime, Ferrari unveiled an updated version of its 2+2, the 612 Scaglietti.

Although the exterior appearance remains largely the same, many of the updates are beneath the car’s sexy skin. The new premium GT now comes with a modified F1 semiautomatic gearbox, which features sequential paddle shifters and an automatic clutch. The new setup promises faster upshifts and ear-pleasing throttle-blip downshifts. The steering wheel is also fitted with a revised Manettino switch, which allows the driver to configure the car’s engine output for extra power and the level at which stability - and traction-control systems intervene as well as firmness of the adjustable suspension.

The 612, originally introduced in 2004, rides on a 116.1-in. wheelbase, and its all-aluminum body measures 193.0 inches in overall length. The engine is a 5.7- liter V-12 producing 532 bhp and 434 lb.-ft. of torque. Ferrari claims the 612 is capable of accelerating to 60 mph in just 4.8 seconds. The 2009 Scaglietti will be available late this summer.

1936 Ford Coupe - The One

2008-03-20T10:27:00.001+07:00

For Some Guys, It Just Takes The Right Car To Bring Out The Inner Hot Rodder

When you see "your" car for the first time, you just know it. There's a moment of connection when you identify with it followed quickly by the annoying feeling that someone else owns it. That inspirational moment is even more significant when you realize you're neither looking for a project nor are you even aware you're a hot rodder.

That's pretty much how it happened to Ray Dunham, as he strolled through the Donut Derelicts car gathering in Huntington Beach, California, early one Saturday morning about three years ago. Ray had a real appreciation for vintage style, particularly '50s-era cruisers, but it had been a while since he'd built anything. Vintage, two-toned VW Beetles had been his thing in high school until he made the pragmatic choice after graduation to fumigate the Bugs and get a reliable and user-friendly late-model daily driver. But Ray was never satisfied without something to tinker on and eventually picked up a '57 Harley-Davidson. The Panhead satisfied his urges for a while until a friend and fellow biker met an untimely end while riding. Ray's girlfriend was understandably shaken and persuaded him to sell the Harley, and he was once again left without a project.

But that Saturday morning, as Ray was walking among some of the sharpest hot rods in the area, his eyes landed on a beater '36 Ford three-window coupe, and he was awestruck. Ray had no background in vintage cars outside of his VW experience and had to ask someone what it was, but he knew he'd found "his" car. It was initially not for sale, but persistence pays, and eventually, a deal was struck and the '36 was his.

As tends to happen when purchases are made with the heart rather than the head, Ray paid too much for a car that needed a lot of work. The slammed '36 had no suspension travel and scraped the running boards on nearly every dip, rise, or turn. And everything rattled. On top of that, the car's driveability was marginal at best. The brakes were scary, and the tired, near-stock flathead could barely reach cruising speed, typically overheating when it did. It quickly became obvious that Ray had bought a project rather than a driver. He began replacing parts a few at a time, making a list of what was needed as he went, but the further he went and the longer the list got, the more he realized he was simply bandaging the problems. So eventually, he resolved to rebuild the car from scratch.

The most interesting part about this resolution was that Ray had no idea how to correctly build a '36 Ford, or any other hot rod, and he had never been involved with the culture; his slate was as blank as his car's. In retrospect, that was probably for the best. Rather than relying solely upon conventionally styled '30s rods to determine the look for his '36, Ray drew upon his VW past to create a retro but classy appearance that simply suited his style and taste.

Of course, what the eye notices most when it sees the car for the first time is the striking satin-black and gloss-red paint combo. Ray may not have been able to identify the car, but the moment he saw it, he knew it would be two-toned. A little time with a friend and a photo-editing program sealed the deal for the red/black theme. Why satin-finish black rather than gloss? Ray just felt it had more visual impact, plus it gave the '36 a little more traditional hot-rod attitude to balance the low and fender-skirted custom stance.

1935 Chevy Master - Robert Wood's '35 Chevy Street Modified

2008-03-20T10:25:00.001+07:00

Bitchin'! This car represents the street-rod version of an idea that more people need to latch on to: use circle-track parts to create function and character. The supply of low-buck roundy-round parts is nearly limitless and can be applied liberally for endless twists on the theme. You can build your Camaro, Chevelle, or G-body into a Street Stocker with bolt-ons or go deeper with a fabricated-chassis car like Robert's '35 Chevy Master.

After having a number of predictable street rods, Robert realized he owed a nod to the local NASCAR heritage that abounds nearby his Boones Mill, Virginia, home. It would have been pretty tempting to go with a straight 'shine runner or even a retro jalopy, but instead, an old race-car steel body was dropped off at (dig this) Groundhog Compton's Garage in Martinsville, Virginia, and once the pop-riveted doors were freed up and hammered out, it was treated to a contemporary-style dirt Modified chassis that Groundhog calls his Featherweight. It includes all the standard circle-track parts, such as the fully adjustable, late-model-style control arms and Wilwood's tandem master cylinder and four-wheel disc brakes. The rearend is from an Olds Bravada, which is essentially an S-10 Blazer.

But of course the hook is the endless rubber dominating the chopped-down '35 sheetmetal. Those are Hoosier 29x18.50-15 Pro Street radials mimicking dirt-track rubber on every corner, each engulfing legit circle-track Basset 15x14 steel wheels. Tell us you've seen that before. The theme continues with stuff like the extended S&S headers and exhaust made from Corvette side pipes and the Afco aluminum radiator behind a '35ish grille fabbed by Groundhog. The unchopped roof reminds you of jalopies piling into turn one, and the stock taillights and Harley-Davidson motorcycle-fender lights as front turn signals are nice tchotchke. Guys in Bakersfield: good luck with this one.

Robert wanted a nice driver and must have gotten it, since he's stacked 5,000-plus miles on the car since last June. Contributing to the comfort are power rack-and-pinion steering with a Heidt's adjustable pressure valve and concealed Vintage Air climate control (the condenser is hidden under the trunk so as not to detract from the bare-bones appeal). He says, "My wife thinks it's too loud, but it's about the nicest-riding rod I've had. It's like a go-kart and just draws a big crowd. People always take your picture."

Clean Power with EURO V: Brabus E300 Bluetec

2008-02-06T11:16:00.000+07:00

A powerful engine and exemplary environmental friendliness are not mutually exclusive: The motor engineers of BRABUS have developed the BRABUS PowerXtra D6 BLUE performance kit for the new Mercedes E 300 BLUETEC. It boosts power output of the cleanest diesel car on the market by 47 hp / 35 kW. The new BRABUS tuning technology makes BRABUS the first

automobile tuner to meet ultra-stringent EURO V exhaust limits which won’t go into effect until 2011. The Mercedes E 300 BLUETEC with BRABUS PowerXtra D6 BLUE tuning stayed below permissible exhaust limits of EURO V by up to 65 percent.

Powerful and clean tuning for diesel engines is a long BRABUS tradition. The BRABUS E V8 Diesel from 2001 was the first diesel car ever to be equipped with a particulate filter. It met today’s EURO IV emission limits even long before they became law.Using state-of-the-art test-bench technology in the company-own R&D center the BRABUS development team has developed a special auxiliary module for the electronic engine management system of the E 300 BLUETEC. BRABUS mapping is specifically calibrated to the environmentally friendly BLUETEC concept that features an oxidation catalyst, particulate filter and BLUETEC SCR catalyst.

After the conversion operation, which any authorized Mercedes-Benz dealer can perform, the engine produces 258 hp (255 hp SAE net) / 190 kW at 3,700 rpm. The engine’s torque grows by a healthy amount as well: Between 1,600 and 2,400 rpm the torque curve reaches a new high of 610 Nm (450 lb-ft), up from standard 540 Nm (398 lb-ft). Thus powered the BRABUStuned car sprints from rest to 100 km/h (62 mph) in just 6.8 seconds and reaches an electronically limited top speed of 250 km/h (155 mph).

In everyday driving the 3-liter V6 engine with BRABUS D6 BLUE kit harmonizes perfectly with the seven-speed automatic gearbox. The engine delivers excellent performance with even further improved pulling power from low engine speeds, which benefits overall fuel economy. Despite the improved performance fuel consumption remains on the low level of the production car.

The BRABUS PowerXtra D6 BLUE power kit for the E 300 BLUETEC is available for 1,790 Euros MSRP. Like all BRABUS components the kit is backed by the one-of-a-kind BRABUS Tuning Warranty® of three years, up to 100,000 kilometers or 62,000 miles (see BRABUS warranty conditions as of November 2006). BRABUS also offers a power kit for the E320 BLUETEC model available in the USA and Canada.

An efficient complement to the BRABUS D6 BLUE power kit is the BRABUS sport exhaust system with four polished tailpipes. The fully stainless-steel exhaust system lends the common-rail diesel engine a throatier exhaust note and optimizes power yield. To add sporty emphasis to the elegant lines of the W 211-series E-Class the BRABUS designers have developed a sporty aerodynamic-enhancement kit, manufactured from Pur-R-Rim in OEM quality.

BRABUS one-piece and multi-piece light-alloy wheels for the E 300 BLUETEC are available in four different designs and in sizes ranging from 8.5Jx17 to 10.5Jx20. The optimal tires in any size come from technology partners Pirelli and YOKOHAMA, up to the largest possible tire sizes for the E-Class, size 245/30 ZR 20 in front and 295/25 ZR 20 on the rear axle.

Also available for the E-Class sedan are custom-tailored BRABUS suspension solutions such as lowering modules, sporty yet comfortable complete suspensions, a special control module for the optional air suspension, and sport stabilizers that reduce body roll during cornering.

BRABUS high-performance brake systems for the Mercedes E-Class are available in three different versions. Another BRABUS specialty is the creation of luxurious customized interiors. The range of products includes stainless-steel scuff plates with illuminated BRABUS logo, various types of ergonomically shaped sport steering wheels, and even an exclusive BRABUS interior crafted from a combination of especially soft yet durable BRABUS Mastik leather and Alcantara

Volkswagen Jetta TSI Sport Unveiled

2008-02-06T11:06:00.001+07:00

Volkswagen’s latest track challenger, a supercharged and turbocharged Jetta saloon, was unveiled today (Thursday) in Britain. The Jetta TSI Sport made its debut at the Autosport International racing car show at Birmingham’s NEC, taking centre stage on the British Racing and Sports Car Club stand. The new machine will take to the track for the first time on Easter Monday (24 March) in the opening round of the Hankook-backed Volkswagen Racing Cup, at Oulton Park.

In road-going form the Jetta’s 1.4-litre, 16-valve engine produces 170 PS but the engineers at Volkswagen Racing UK, with the help of their technology partners at Superchips, Milltek Sport and Turbo Dynamics, have boosted this to 230 PS.

The TSI power unit was proven in competition last season under the bonnet of a Golf; Volkswagen Racing UK’s Melissa Wright believes that the Jetta TSI is a potential race winner: ‘We learned a lot about the engine during the course of 2007 and we have incorporated that knowledge into the new installation,’ she said. ‘In the right hands and with some development mileage under it, the new car will be a front-runner, I am sure.’

The TSI features an engine-driven supercharger and an exhaust gas powered turbocharger, arranged in series; the supercharger operates at lower engine speeds and the turbo cuts in as revs rise. The result is excellent driveability and performance throughout the rev range, with no turbo lag and high maximum torque.

It’s not only in Britain that the Jetta will be cutting a dash this season – the Sports Car Club of America is to stage a championship for turbodiesel-powered machines. The Jetta TDI Cup will launch in May.

In the UK, the Jetta TSI Sport will be raced by selected motoring and motor sport journalists. The Volkswagen Racing Cup expands to 14 rounds this year and will once again be the chief saloon-race support to the British Formula 3 and British GT Championships.

The Volkswagen Racing Cup in association with Hankook is further supported by Augustus Martin, Castrol, ECM Vehicle Delivery, Milltek Sport, Mondial Assistance, KW Automotive, Superchips, TNT Logistics, Turbo Dynamics, Volkswagen Commercial Vehicles and Volkswagen Financial Services UK.

2008 Nissan GT-R - Seven Year Itch

2008-01-25T21:32:00.000+07:00

Nothing shakes off transatlantic jet lag like jumping into an unfamiliar sports car, merging onto an unrestricted section of German autobahn, and accelerating across the flawless tarmac until reaching an indicated 300 kph (186 mph). This is especially true if the car is right-hand drive and has most of its gauges draped in cheap, black vinyl--and there's a Nissan engineer riding shotgun while monitoring test instruments and, most likely, wondering whether this will be the journalist who ruins his day by heading off into the trees.

Still settling into the car, we discover that the steering-column stalk we just engaged controls the windshield wipers, not the turn signals, as we merge into the passing lane at 100 mph. Quickly, very quickly, the mind focuses, senses go on high alert, and palms go damp as the German landscape, luxuriant in the textures of spring, goes by in a green blur.

Yes, we were in Germany to sample one of the year's most anticipated vehicles. The GT-R we drove there was a semidisguised preproduction car, but Nissan claims that, in dynamic terms, it was very close to production-spec. Our brief drive left us panting for more. (Go to automobilemag.com to read about our drive of the production version shown here).

We were in Nürburg, where GT-R development engineers have spent months--and more than 3000 miles--on the Nordschleife, or north loop, of the original Nürburgring racetrack. Nissan has a rich history at the 'Ring, since the last-generation GT-R, the R34-series, held the production-car lap record (eight minutes, twenty-eight seconds) in the late 1990s.

When we arrived, back in April, Nissan reported that its new GT-R had achieved a time of 7:44 around the 12.9-mile track, but by September, it had been reduced to 7:38, beating the Porsche 911 Turbo's 7:40 and coming dangerously close to even the Porsche Carrera GT supercar's record of 7:32.

As soon as we climbed into the GT-R prototype, it was clear that this is a serious sports car, not simply a gussied-up 350Z trying to cash in on GT-R heritage. The well-bolstered seats are covered in black Alcantara fabric with a special antislip finish to keep your body in place during hard cornering. The steering wheel is small, like a racing car's, feels good in your hands, and is decorated with the famous GT-R logo. Our right-hand-drive car had a sizable dead pedal. The paddles for the six-speed dual-clutch automatic gearbox are fixed to the steering column rather than to the steering wheel, just like they are in a Ferrari. Naturally, you start the GT-R with a red button that sits in the center console just behind the gearshift lever--no self-respecting performance car can be started with the simple twist of a key these days.

It's also immediately evident that technology is an important part of this car's package, as the center stack is a tech geek's dream. The large, multifunction display was designed in collaboration with Polyphony Digital, the company behind the Gran Turismo video games for Sony's PlayStation. The system, which has nine modes, can be accessed either by touching the screen or by twisting a knob. It will track speed; acceleration, cornering, and braking g-forces; steering angles; and lap times for two different drivers. It also shows the standard all-wheel-drive system's front-to-rear torque distribution, oil pressure, turbo boost, and the like, all in an intuitive and easy-to-use display. Three rocker switches in the center stack allow the driver to control the transmission's shift characteristics; adjust the suspension's dampers to Comfort, Sport, or Race mode; and turn off stability control.

2008 Porsche 911 GT2 - Lean Mean Machine

2008-01-23T09:16:00.000+07:00

In the case of the latest Porsche 911, the GT suffix stands for anything but Gran Turismo. Guaranteed Trauma is more like it, at least when the beast is not treated with due competence and caution. The new 911 GT2 combines elements of the GT3 (lightweight components, rear-wheel drive) and the Turbo (turbocharged engine, stability control), resulting in the fastest roadgoing Porsch e ever.

The GT2 looks about as subtle as a smiling Count Dracula. The front end combines 911 Turbo overtones such as the bright LED turn signals with new extralarge air intakes that are required to cool the brakes and the heat exchangers. The side view features beefed-up sills, ground-hugging aprons, and a set of prominent intake and brake-cooling inlets. But the most butch view is, without a doubt, the rear, which boasts more vertical slats, a pair of large-diameter exhausts, and a fixed biplane wing. The latter increases the downforce at high speeds and incorporates two circular ram-air induction scoops.

On the autobahn, the GT2 sports as much overtaking prestige as police, fire department, and paramedic vehicles combined--with lights flashing and sirens wailing. When lesser cars step aside, the GT2 can reach 204 mph. But you want the tarmac to be dry, reasonably smooth, and--ideally--arrow-straight. And you'd better get used to the car's high-speed potential in installments. In this Porsche, even 150 mph feels mind-bogglingly fast.

The noise level is intense, the chassis copies every detail of the road surface, the steering is a live wire covered with gray Alcantara, and directional stability is a challenge even when the wind speed is zero.

But like every 911, this car knows what it's doing, and it requires surprisingly little assistance to maintain the chosen flight path. Trouble is, it takes the driver days, if not weeks, to build up the confidence this car requires. There is so much information available to the eyes, ears, palms, fingers, legs, feet, and seat of the pants that the senses are soon overloaded. Velocity is a drug, and like every drug, it clouds and clarifies at the same time. In the GT2, one needs to learn a fresh set of responses, because, unlike the Turbo, this 200-mph 911 has only two driven wheels. The lighter GT2 turns in with more vigor, decelerates with enhanced determination, and corners with added sharpness. Most important, rear-wheel drive will never pull you out of trouble. And we all know that pushing out of trouble seldom works.

Further narrowing the increasingly slim line between drama and trauma are the semislick Michelin Pilot Sport Cup tires. On dry blacktop, this footwear might make sense for rich amateur racers who don't mind buying a new set of rear tires every two months. Even in the rain, the 325/30YR-19 rear rubber is OK--until there are wall-to-wall puddles on the road. Then the GT2 suddenly starts water skiing, even at speeds as low as 60 mph. Would it not be a good idea to offer at least the option of less extreme tires?

So we didn't see 200 mph. But we out-accelerated just about every mechanical device that crossed our route. Over the first fifty yards or so, the 530-hp, 3175-pound GT2 is actually not quite as quick as the 480-hp, 3572-pound 911 Turbo Tiptronic. From 0 to 62 mph, it's a dead heat at 3.7 seconds each. From 0 to 124 mph, however, the rear-wheel-drive GT2 will beat the four-wheel-drive Turbo, clocking 11.2 seconds against 12.2 seconds. And by the time these autobahn guerrillas pass the 185-mph mark, the GT2 will have carved out an impressive advantage. On damp ground, the GT2 will spin its wheels in first and second gear, especially between 2200 and 4500 rpm, when maximum torque of 502 lb-ft comes in.

The closely related 3.6-liter 911 Turbo engine can deliver just as much torque, but it's available only for about ten seconds in over-boost mode.

Pimped MkV GTI vs. R32

2008-01-23T09:00:00.000+07:00

In response to Volkswagen's amusing "Pre-Pimped" GTI MkV ad-campaign, one of our bright interns pointed out that half the fun of owning a VW is modifying it. He would know - he had a Mk3 GTI that he lowered. And he knew he'd earn brownie points from me, because I've had two VWs with so many modifications that a simple list of the upgrades would crash this Web server.

It didn't take long for me to wonder: if our Four Seasons GTI is so quick, what would a chipped MkV be like?

As I pondered that question, Koni showed up at our editorial offices to tell us of a new kit that they developed with Eibach. The kit consists of Koni's acclaimed FSD shocks and a pair of Eibach Pro lowering springs.

I asked Koni for a kit, and headed straight for our favorite VW shop, Next Level Tuning, in Greensburg, PA. In just a few hours, they had installed the Koni/Eibach kit, re-flashed the ECU with custom APR programming, and installed a boost gauge.

I slowly drove out of the shop, and then laid 200 feet of tire up the hill.

2008 Chevrolet Equinox Fuel Cell

2008-01-23T08:34:00.000+07:00

A few years back, General Motors was talking a lot about hydrogen fuel cells. Now, they're back at it with the Chevrolet Equinox Fuel Cell, the company's biggest effort to date. You can't roll down to your Chevy dealer and buy one, though. You have to self-identify, and then GM has to pick you to participate in what it's calling Project Driveway. Chevy has already selected more than 100 customers who visited Chevy's Web site and live near one of the country's handful of hydrogen filling stations. They're given a car, along with fuel, free of charge.

But only for three months, when the cars will be passed on. It's a market test, GM says, a way to learn from the public's experience and to demonstrate that hydrogen cars make sense.

We drove a fuel-cell Equinox, and it was smooth like an electric car (which it is) and eerily quiet on the interstate. And it was clean (like an electric car is, in theory, although ultimately this depends on where one gets one's hydrogen; not all sources are totally green).

Chevy claims the 0-to-60-mph run takes twelve seconds, a performance figure that doesn't sound so pitiful to anyone who drove in the 1980s and which in fact doesn't do the car justice. The most impressive thing about this Equinox is how sprightly it steps off. Its handling seems similar to that of a stock Equinox, despite its extra 500 pounds and a regenerative braking system that charges the batteries when you lift off the accelerator or apply the brakes.

The Equinox is the third GM hydrogen car we've driven, and it's the best yet. It felt like a decent SUV, only quieter. All things being equal - a big if - we can't see why someone wouldn't buy one in preference to a gasoline Equinox.

2008 Ford Taurus X

2008-01-20T17:04:00.000+07:00

When Ford killed the Taurus nameplate in favor of the Five Hundred and Freestyle, they acknowledged that years of neglect had tarnished a once mighty brand. By the time the last ovoid rental-fleet Taurus rolled off the line, it was hard to remember that there was a time when the Taurus was so cool and futuristic that it was the police car of choice in RoboCop.

Upon the Taurus' demise, Saturday Night Live's "Weekend Update" declared, "Ford canceled the Taurus this week, which means that thirtysomethings everywhere are going to need to find a new way to tell the world that they've given up on life." When SNL bothers to make fun of your car, it's probably a sign that it's best buried for good. Just ask the Dodge Stratus.

But Ford apparently put the Taurus in the pet cemetery, because it's back from the dead and stalking the streets looking for vengeance. The main problem with the Five Hundred/Freestyle was that its powertrain consisted of boiled turnips and rubber bands. Now there's a powerful 3.5-liter V6 hooked to a proper six-speed automatic.

To my mind, this upgrade vaults the Taurus X into position as one of the most underrated cars on the road, and it's why I gave it an All-Stars vote-it's a fine car on merit alone, but it also offers crazy value. Think about it: A base Audi A6 Avant has 255 horsepower, all-wheel-drive and a six-speed automatic for $49,000. The top-of-the-line Taurus X AWD Limited has 263 horsepower, all-wheel-drive and a six-speed automatic for $32,185. Is it more amazing that a Taurus wagon compares favorably with an Audi, or that the Taurus is good enough to prompt that comparison in the first place?

The Taurus X also has useable third row seating. It's handsome, inside and out. It's quiet and refined. They call it a crossover, but the Taurus X is really the great American station wagon that nobody admits to making anymore. T

he Taurus' main problem is the jarring disconnect between its moniker and its virtues-it's a kindly philanthropist named Adolf, an angelic, brilliant valedictorian named Anna Nicole. If you really can't imagine driving a Taurus, then go buy some Freestyle badges. I'll bet they still fit.

2008 Ferrari F430

2008-01-20T17:01:00.000+07:00

We've called the Ferrari F430 the best Ferrari ever, but it's not an All-Star? Seems like an oversight to me. Perhaps it's just a presumed All-Star, so we don't have to mention it. Everybody already knows it's great, so no point in piling on.

2008 Cadillac CTS

2008-01-20T16:59:00.000+07:00

It's time someone cheered for the home team. Cadillac has traipsed the path of righteousness for nearly a decade, systematically phasing out to its soft-riding, fat-laden cruisers in favor of cars and trucks that combine smart design with functional behavior. Clearly, Cadillac has dug fun-to-drive out of the advertising muck to make it a top engineering priority.

The 2008 CTS is Cadillac's best work. Building on the best attributes of the first generation sport sedan, the new edition is striking to behold, entertaining to drive, and a legitimate threat to the evil imports. With more than 300 horses in its arsenal, the CTS now has the firepower to counter the best Audi, BMW, Infiniti, Jaguar, Lexus, and Mercedes have to offer for $40,000.

I'm most impressed by the CTS's steering and handling gains. Thanks to a stiffer unibody, a new German-sourced rack-and-pinion steering system, and astute chassis tuning, this Cadillac is always game for an impromptu back-road chase.

After my dream garage was duly loaded with a sports car for each day of the week, I'd make room for a CTS, the Cadillac with an itch to smite the bluebloods.

2008 Audi A5/S5

2008-01-20T16:57:00.000+07:00

I'm an Audi fan, maybe even a little nutty about Audis. My first All-Star thought after BMW 3-series was Audi S5. I had just driven the S5 test car, but it was in the office the week everyone - but Joe Lorio and I - was at the Frankfurt auto show. We had it to ourselves for five days. Actually, I think I drove it the entire week. That must have been the problem. No other editor or freelance contributor had driven it.

No one else had the sumptuous experience of slipping in behind the wheel and seeing the exquisitely sculpted dash for which Audi designers have become renowned. Every instrument binnacle, every gauge, every button, every knob is a work of art, a purposeful expression of luxury and precision. The buttons are not only beveled, but rows of buttons are beveled in sync, creating a single organic sweep across the dash. The simplicity of the MMI controller and the neat array of four buttons around it belie the complexity of the electronic functions (audio, navigation, climate control, other vehicle systems) it so naturally manages.

No one else had experienced the fantastically supportive drivers' seats, the perfectly placed foot pedals, the sublime gearing of the six-speed manual transmission, and the rush of power from the 345-hp, DOHC thirty-two-valve aluminum V-8 engine. Blessed with permanent four-wheel-drive (the sort of four-wheel drive that has nothing to do with dirt roads and everything to do with maximum high-performance tarmac traction), the S5 can manage sub-five-second 0-60 mph times despite its nearly two-ton curb weight. It's fast like a freight train, gorgeously sleek, and wears its strikingly large chrome grille more confidently, more perfectly than any Audi before it.

It feels like it's worth about 50% more than its sub-$60,000 (loaded) tag.

This is the car for which I long. My Private All-Star.

2008 Aston Martin V8 Vantage

2008-01-20T16:54:00.000+07:00

How can our 2007 Design of the Year not be an All-Star now? Simple economics. A few of our readers (and you know who you are, even if we don't) can afford to buy any car on sale anywhere in the world, maybe even two or three of them. But most readers are pretty much like us; you have tastes that exceed your pocketbook's ability to transform desire to reality. We do not let vehicle pricing have undue influence on our decisions, but we do keep in mind that there is true value in attainability. It is not surprising that long-term dwellers on the All-Star list - early Mazda Miatas and perpetually desirable 3-series BMWs come to mind - are affordable to a wide range of our readers and ourselves.

So we love the Aston V8 less than we did last year? How could we? It is still a delight to the eye, a visceral pleasure to drive and a joy to hear in full cry.

But it is also very expensive, well beyond the means of all of us and most of you. Should the All-Star roster include only Ferrari FXX track cars, Bugatti Veyrons and Maybach limousines? We don't think so, and we believe that you don't think so either. We will never exclude a car because it costs a lot, but we will not keep it as an All-Star year after year when there are so many economically viable choices we can collectively embrace.

The Aston Martin V8 deserved its awards and accolades last year, and it merits our approval now. But it is not - it cannot be - an All-Star again this year. "Been there, done that, got the T-shirt" is a pretty profound philosophical statement if you really think about it.

All the same, we love the V8, we still want one, but we still can't have one. So it's not an All-Star this year. So there.

Nissan Altima Hybrid

2008-01-20T16:51:00.000+07:00

Ann Arbor If the Accord Hybrid--Honda's quickest Accord--is the athlete of mid-size hybrid sedans and the Toyota Camry, with its technology-laden cabin and fuel-sipping efficiency, is the brainiac, then the new Altima Hybrid strives to be the multitalented golden child who pleases everyone. Everyone, that is, in the low-emissions states in which it will be sold: California, New York, New Jersey, Massachusetts, Connecticut, Maine, Vermont, and Rhode Island.

Unlike the lavishly equipped Honda and Toyota, the Altima Hybrid sacrifices standard equipment to keep its base price at about $22,000. Since Nissan borrowed its hybrid components from Toyota, the Altima can accelerate to nearly 40 mph using only electricity (key words: pedal finesse), just like the Camry Hybrid. Yet the 2.5-liter gasoline four outpowers the Camry's, and an estimated EPA city rating of 41 mpg is tops in this class.

The Altima's chassis is compliant on smooth, winding roads, but with an extra306 pounds of hybrid equipment to carry, the suspension stumbles over rough pavement and sometimes floats on the freeway. After some initial harshness at low speeds, the engine and the electric motors work in harmony with the slick, silent, planetary-type CVT, culminating in a surge of impressive passing power.

The Altima continues to make ground on the Camry and the Accord, but with borrowed components and a limited distribution area, the Altima Hybrid isn't exactly a tour de force

Mercedes-Benz CL65 AMG

2008-01-20T16:47:00.000+07:00

You would think the ultra-lavish Mercedes Benz CL600, with all its bells, whistles, and 612 lb-ft of torque, would be enough to satisfy your average guy with a mild God complex and a grossly oversized bankroll. But is it?

For those fiends of power and decadence whose hankerings measure off the charts, Mercedes-Benz outright denigrates its top-tier two-door coupe with the new, scary-fast CL65. And adding those three, magical letters--AMG--the big rear-drive coupe catapults itself into a land of stratospheric power.

Its heartblood is pumped via a colossal 6.0-liter, twin-turbo V-12 yielding 604 horsepower and a frightening 738 lb-ft of torque. Good luck to the asphalt under its wheels--much less the wheels themselves--when peak torque hits at 2000 rpm and doesn't show mercy until about 4000.
With that, Benz claims this 5000-lb behemoth thrusts itself from zero to sixty mph in 4.2 seconds, making the CL65 AMG the automotive equivalent of a Defensive Tackle with the speed of a Cornerback.

Naturally, you have to ask yourself: Should something this large be able to move this fast? Regardless of your answer, momentum such as this must be handled with the utmost respect. And for that respect, the CL65 will pay you back big time, starting with the low, guttural hum of churning pistons--a sign of things to come.

That's when we enter the freeway, where vast stretches can, if you choose, be covered in an unreasonably short measurement of time. Passing is like taking candy from a baby: stab the pedal with your right foot and you go from being a blur in someone's periphery to an ink dot on the horizon quicker than you can say "Aufrecht! Melcher! Grossaspach!"

In a flat out, unrestricted run, the CL65 is geared to reach a harrowing 212 mph. But that point remains moot as all AMGs, including this one, are electronically limited to 155 mph.All of this energy feeds to an older five-speed automatic instead of the CL's more familiar seven-speed transmission. The 65's enormous torque output renders the two additional gears, for the most part, needless.

But it was driving this CL on the twisty canyon roads north of Los Angeles that revealed an interesting dichotomy of form and function. What you have is an agile, sport-like ride with spot-on steering and virtually no body roll. In short, it handles like a $200,000 super coupe should, thanks primarily to a revised suspension consisting of firm AMG struts and Benz's Active Body Control.

2008 BMW M3 Convertible

2008-01-20T16:43:00.000+07:00

Just when we thought we'd heard all that BMW had to say during the 2008 Detroit auto show, the company confirmed that a convertible will be joining the M3 lineup. The car's official unveiling will take place at the Geneva show in early March.

A convertible M3 is nothing new, nor are we surprised that one will be arriving on the E93 platform. All three previous M3 generations have been available topless, two of which were brought to the U.S. market. This is, however, the first M3 to get a retractable hardtop in its convertible form.

Based on the 3-series hardtop convertible, the droptop M3 features the same 414-hp V-8 engine as the coupe and sedan. The M team has made improvements to the convertible to improve torsional stiffness, and they've fitted the car with unique suspension tuning.

Convertible-specific features include the same special leather that debuted on the 3-series hardtop convertible. The seats resist heating from the sun's rays when the car is in direct sunlight with the top down. An automatic climate control system that monitors outdoor temperature and sunlight is also standard.

But wait, that's not all. BMW also took the opportunity to tell us about the long-rumored dual-clutch automated manual transmission that will be an option on all three M3 variants. It's called M DCT (for dual-clutch transmission) and has seven speeds like BMW's single-clutch SMG that's an option on the M5 and M6. The M DCT should fix the jerkiness problems seen with the SMG and not only improve everyday comfort but performance as well.

The new gearbox has a system called Drivelogic that allows drivers to select from eleven different shift programs. There are five automatic and six manual programs, including one with launch control that takes advantage of all of the onboard electronics to make you look good in front of your friends.

To keep things smooth - and to hear the roar of the 8400-rpm engine - the transmission will blip the throttle between downshifts if necessary. When a manual program is selected, race-style shift lights illuminate above the tachometer to inform the driver of the optimum shift point. Gears can be selected either by the console-mounted shift lever or paddles behind the steering wheel.

So how quickly does this thing shift? There is a consistent two tenths of a second improvement on 0-to-62 mph times over the standard six-speed manual on all three M3 body styles. The convertible makes the dash in 5.1 seconds (versus 5.3 for the manual) and the coupe - the quickest of the M3 range - gets to 62 mph in 4.6 seconds when equipped with the M DCT.

If you must have all-out speed and wind in your hair, this may be the car for you. Since the convertible adds weight and becomes more flexy, we'll stick with the fixed-roof coupe or sedan M3s. Just make sure it has the slick new transmission.

2008 Saleen S302E Sterling Edition

2008-01-20T16:39:00.000+07:00

Saleen Automotive is celebrating its twenty-fifth year in business by offering the first $100,000 new, nonracing Ford Mustang - the Sterling Edition S302E. The "302" refers to the 5.0-liter V-8's cubic-inch displacement, which was achieved by stroking the Mustang's stock twenty-four valve, 4.6-liter mill. An intercooled, twin-screw supercharger and reinforced internal components help the revised engine produce a mind-blowing 620 hp at an enhanced 6400 rpm and 600 lb-ft of torque at 4400 rpm. Saleen reports a 0-to-60-mph time of less than four seconds - about a second quicker than the 500-hp Ford Shelby GT500.

All S302Es will feature a six-speed manual transmission, twenty-inch wheels, and we-mean-business brakes. All those Benjamins also get you a custom-trimmed interior with nicely done leather and Alcantara seats, a sterling silver (yet tacky) serial-number badge, and a push-button starter. Unique touches on the exterior include beautiful silver paint, carbon-fiber front and rear diffusers, a Gone in 60 Seconds Eleanor-like face, and an aluminum hood.

Still, this Saleen doesn't feel or look like a $100,000 car. Exclusivity is a big part of the equation, though, since only twenty-five S302Es will be built. Buyers also receive a custom leather jacket (probably not Members Only, but it'll do) and a first-class plane ticket to Detroit, where they'll tour the factory (where the car was unveiled in January 2008) and dine with a Saleen executive.

For the man or woman who has everything, perhaps a six-figure Mustang makes sense. But we can think of a lot of other cars on which we'd rather blow $100 grand

2008 Aston Martin DBS

2008-01-17T21:30:00.000+07:00

The differences between a sports car and a GT car are subtle but undeniable. In the way it looks, the way it sounds, and the way it feels, a sports car telegraphs a message of outright performance. If you drive a car to its absolute limit down a challenging road and find yourself grinning from ear to ear, chances are you're in a sports car, something like a Lotus Elise or a Ferrari F430. A GT car's mission, on the other hand, is to provide effortless performance, driving pleasure, and comfort over long journeys driven at triple-digit speeds. During a drive from, say, London to the south of France, you should be able to remain relaxed yet inspired behind the wheel, while your passenger should feel pampered and at ease. Aston Martin does GT cars as well as any automaker. Its DB9 coupe features a powerful twelve-cylinder engine, a cosseting cabin, and gorgeous, understated styling. But now Aston has a new top-of-the-line model, the DBS. So, is it a GT, or is it a sports car?

When you first glance at the DBS--and at its spec sheet--you might think that it's a full-on sports car. After all, the DBS is adorned with all the typical sports car styling cues, including scoops and vents and a carbon-fiber front splitter and rear diffuser. European buyers can even specify sport seats with a carbon-fiber shell that help the car shed an additional 44 pounds. The DBS's V-12 sends 510 hp--60 hp more than the DB9--through a six-speed manual gearbox. To help stop it from its nearly 200-mph top speed, the DBS gets carbon-ceramic brake rotors, a first for a roadgoing Aston. At the Frankfurt auto show in September, Aston Martin CEO Ulrich Bez bragged about the DBS's lap times around the Nrburgring. Despite all the exotic hardware, however, when we saw the new DBS at Frankfurt, we couldn't stop thinking that it looks pretty much like a DB9 with a body kit. A rather good-looking and superbly executed body kit, to be sure. But perhaps our first drive of the top Aston would dispel such notions.

Slide the DBS's substantial sapphire and stainless steel key--sorry, the Emotion Control Unit, as Aston Martin insists on calling it--into the slot above the radio and hold it in for what seems like an eternity. The V-12 lights up, and you're greeted with an intoxicating exhaust note--part deep bass, part metallic riff--that makes you want to search out every tunnel within 100 miles just to hear the sound reverberate against the walls. Blip the throttle a few more times, and you'll be hooked. Dip the light clutch, notch the comically large shift knob into first gear, and pull away. As you ease into a pace where you're driving at seven- or eight-tenths, the sound of the V-12, the incredibly strong and responsive brakes, and the precise gearbox tell you that this is one impressive car. But when you really push the DBS on twisty and bumpy roads, the Aston shows that it's not the true sports car you were led to believe it would be. Sure, the twenty-inch Pirellis provide massive amounts of grip, but no matter what setting you choose for the adjustable dampers--another first for Aston--body control is lacking. The DBS feels big and heavy, not light and lithe, when you really hammer it.

Our disappointment with the DBS's behavior on France's back roads was just settling in when we came upon the entrance to the autoroute. This is where the Aston comes into its own: at 130 mph and beyond through the smooth sweepers of the French highway system, the DBS's V-12 calls on gloriously deep torque reserves yet revs freely to its 6800-rpm fuel cutoff. The steering and chassis both feel perfectly calibrated for such conditions, and it becomes evident that the DBS is an extremely good GT car. But so is the DB9, which costs a cool hundred grand less than the DBS, and therein lies the rub. If you need more proof of the DBS's GT character, look no further than the fact that Aston Martin will offer the DB9's smooth automatic transmission as an option later this year.

If we could build the ultimate Aston Martin, we'd plug the engine and the exhaust system from the DBS into a standard DB9, a car whose subtle, elegant styling perfectly reflects the character of an Aston. But there are surely some Aston Martin buyers who want a car that is more extroverted, and the DBS fits the bill. There also is no doubt that the DBS is a good (read: profitable) short-term business move for an automaker that is now independent of Ford. We're all for Aston Martin's future profitability, we just wish the DBS were less of a bejeweled DB9 and more of a true flagship for the British company, especially for $265,000.

2009 Toyota Corolla and Toyota Matrix

2008-01-17T20:37:00.000+07:00

While we weren't watching, the Toyota Corolla became the modern Model T. Since the nameplate was coined in 1966, the Corolla has invaded 142 countries and evolved through nine model changes. More than 30 million have been sold, eclipsing both Ford's T (15 million) and Volkswagen's Beetle (21.5 million).

To celebrate the Corolla's fortieth birthday in the United States, its steadfast compact-class domination, and its second-place standing (after the Camry) in the Toyota lineup, a tenth-generation Corolla and Corolla-based Matrix arrive this spring.
The new duo comprises two body styles, five trim levels, two engines, and three transmissions. While the Corolla sedan continues with front-wheel drive only, the Matrix hatchback offers front- or optional all-wheel drive

The only significant dimensional changes are two-plus-inch increases in the sedan's width and wheel tracks, which boost hip and shoulder room a bit. Cargo room is down slightly for both cars, while base curb weight is up by 200 or more pounds. Underneath, there are struts suspending the front wheels and a rudimentary torsion beam carrying the rears (except in the Matrix XRS and the four-wheel-drive Matrix S, which ride on a more sophisticated multilink rear suspension). Electrically assisted rack-and-pinion steering and ABS are standard across the board.

The best news is a base 1.8-liter DOHC four-cylinder engine. Teamed with a five-speed manual or a four-speed automatic, it delivers 30 mpg (EPA combined) in the Corolla and slightly less in the Matrix. The more muscular 2.4-liter DOHC four-cylinder powering the Corolla XRS and the Matrix S and XRS is a Camry hand-me-down that cranks out 158 hp. It's mated to a five-speed (automatic or manual) with front-wheel drive and a four-speed automatic with all-wheel drive.

2009 Chevrolet Corvette ZR1 Preview

2008-01-17T20:16:00.000+07:00

Every year there's a car that captures the hearts and attention of
This is the one that the crowds have been waiting for. It's the Return of the King. (Photo: Chevrolet)attendees at the North American International Auto Show in Detroit. Over the past couple of years, it's varied from Detroit's muscle revival to international solutions attempting to solve environmental concerns. This year, the star of the show looks to be the Chevrolet Corvette ZR1, America's addition to the list of world's fastest supercars.

What better way to start engineering a supercar than by basing it off a super car. The new ZR1 will share the same basic chassis and structure as the Z06, which in itself is a force to be reckoned with in the sports car world. Its hydroformed aluminum frame and magnesium engine cradle are carried over, but there are many major changes made to transform the Z06 into the ultimate supercar you see on these pages. Carbon fiber is the building material of choice when it comes to exotics, and the ZR1 has its fair share. While some of the car still contains the traditional fiberglass, there's a lot more of the extra-stiff weave. Besides offering stiffness without the premium of weight – the savings on the roof and roof supports alone save 15 pounds – it's also a feast for the eyes.

There's a lot of Carbon fiber galore... and it wasn't cheap for GM. (Photo: Chevrolet)woven composite on display, gracing its roof and surrounding the car in a thin, downforce-generating lip, plus some that is covered in paint such as the hood and the front fenders. To protect what's subjected to the elements, one of GM's suppliers whipped up a special coating to the tune of $2,000 per gallon to prevent the brilliant weave from yellowing or dulling.

Under the pricey skin the ZR1 makes its power the American way, with a small-block V8 engine. Unlike the original ZR-1 which featured a Lotus-developed V8 with quad cams and four valves per cylinder, the new ZR1 features pushrods to actuate its valves. But the thing about the ZR1 is that its engine isn't as big as the one featured in the Z06. The new LS9 engine measures in at only 6.2 liters versus the LS7's 7.0. The difference and the supercar-crushing power comes from the addition of a big (2.3-liter!) Roots-type supercharger from Eaton that is bolted on with a liquid-to-air charge cooler system to feed cool, fresh air into the engine.

Because superchargers are friction-based and drive off the engine, they consume power at full throttle. Eaton's new four-lobe supercharger rotor design is more efficient than its previous three-lobe design; it actually cuts back a significant amount of drag. Instead of sucking back 120 horsepower's worth of energy, the new system only consumes 80 hp. Aside from much stronger internals to deal with the extra power and the 10.5 psi boost of the supercharger, the ZR1's engine also receives dry-sump lubrication. Like the Z06's engine, the LS9 is built in Wixom, Michigan, by hand.

2009 Hyundai Genesis Preview

2008-01-17T20:07:00.001+07:00

According to the Merriam-Webster dictionary, the definition of the word “genesis” is
as follows: the origin or coming into being of something. There couldn't be a better name or a more apt description of Hyundai's new flagship vehicle than Genesis. For years Hyundai has upped its game, focusing on quality, durability and reliability, and has succeeded. Now it's confident enough in its progress to charge into previously uncharted territory. This brand, which wasn't even much more than a bottom feeder in North America some twenty years ago, is now a major threat to the biggest and most established players in the industry. So, it's going to be a very important occasion when this brand launches its flagship car, a vehicle that will no doubt set the standard for affordable luxury.

The image that Hyundai has been building up recently has been more refined and sophisticated, and for its flagship? The styling, well, it's easy on the eyes, but it isn't exactly distinctive. From the front, there's a lot of Mercedes-Benz S-Class in the grille and quite a bit of Lexus LS 460 in the headlamps. From the side, it sort of looks like an Infiniti G, and from the rear there are hints of BMW 5- and 7-Series. Mind you, the fact that Hyundai
is drawing from some of the best-known brands in the luxury sector is no bad thing, it's just that the car doesn't have much Hyundai design character to it.

To be fair, however, after about 20 years of sales success, Toyota's Lexus division only just started offering cars with unique styling, with its initial cars paying much homage to Mercedes-Benz. Still, at least Lexus made it possible to distinguish its brand identity when an ES or LS was traveling toward you. To further confuse onlookers as to what the Genesis is, you probably have noticed that it's completely unbadged from the front. This is sure to raise questions. As one of our staff pointed out, what sort of flagship is too embarrassed to wear the company logo? This is the equivalent to a famous painter intentionally not signing his or her masterpiece, a mistake Hyundai previously made with its XG300 and 350, corrected with the Azera. A small, discreet badge centered on the grille's topmost chrome strip would be enough, and help change Hyundai's image on the street when pedestrians catch sight of the car while walking by.A different tone is set by the Genesis' interior, and a much more impressive one at that. The first thing that will catch most people's eyes is something that isn't found on any other Hyundai – a navigation screen. This will be the first Hyundai offered here in North America to get one, and bodes well for other Hyundai models that are currently lacking this feature. A series of controls sits below the screen, a similar layout to what can be found in the Infiniti G and M, although these controls do not operate the hi-fi system and navigation. To control these, Hyundai has conjured up its own version of iDrive, which is mounted behind the shifter.

We'll have
to wait to test it in order to judge how easy the system is to use. Next up, you'll find that there's a lot of quality material in the car. Hyundai has escalated its fit and finish and materials over the years, but this is set to be the finest car that they've made. The dashboard, door panels and other areas of trim are covered in leather, and stitched to create a first-class impression, and yes, there's plenty of authentic wood and aluminum trim too. Alhough Hyundai will compete against the Pontiac G8 and Chrysler 300 when it comes to pricing, it's got Lexus, BMW and Mercedes-Benz in its targets, and has engineered the Genesis to be competitive even though it will be priced tens of thousands of dollars cheaper than its rivals. The Genesis is Hyundai's first rear wheel drive car for North America, so they've developed it completely from scratch. Its body structure, constructed from high tensile steel, is reportedly more rigid yet lighter than a 5-Series or an E-Class, despite the fact that it's physically a much bigger car. Besides being rear wheel drive, the Genesis also features a five-link, multi-link rear
suspension and will be available with adaptive damping to deliver a supple yet sporty ride. How sporty? According to Hyundai Director, Product Planning Wayne Killen, discussing the car on the show floor with our exec editor Trevor Hofmann, the Genesis fits right in between the 5-Series and E-Class, with tighter handling that would be more appreciated by BMW drivers, adding, it's more Infiniti M than Lexus GS, if the Euro comparo wasn't enough. This certainly will have to be experienced first hand. The Genesis comes standard with 17-inch wheels, while 18-inchers are an option.The highlight of the Genesis is the brand new Tau V8 engine, and although it isn't the first V8 offered by for the brand (a previous, Korean domestic market car built with Mitsubishi offered V8-power), this is the first V8 the brand will be selling here in North America. The 32-valve engine is stated to make 368 horsepower and 324 lb-ft of torque. And if the thought of a Hyundai hitting 60 mph in less than six seconds isn't impressive enough, the fact that it's capable of doing all of this yet still running on regular unleaded should. If premium fuel is used, output is said to jump to 375 horsepower. You'll be seeing more of the Tau engine in the future, as Hyundai has designed it to be modular and to accept new technologies like forced aspiration and direct injection. The Tau's power and torque are connected to the rear wheels via a ZF six-speed gearbox with manual mode, the same transmission found in many high-end luxury cars.

Being that not everyone wants or needs V8 power, the Genesis will also be available with two alternative V6 engines, both of which are from the Lambda family. The sixes offer more power than the current versions of the same displacement they're derived from, thanks to revisions to their variable intake manifolds and the addition of advanced continuously variable valve timing. The midrange engine is the 3.8-liter V6 now found in the Azera and Veracruz, although in Genesis trim it puts out an impressive 290 horsepower and 264 lb-ft of torque. The entry level Genesis is powered by a smaller 3.3-liter V6 engine, currently available in the Sonata, Santa Fe and Veracruz, but for the Genesis it will make 268 horsepower and 233 lb-ft of torque - most likely these upgraded V6s will replace the current versions throughout the range; the smallest engine will most likely not make it to North America, mind you. And this is a big leap forward in performance, considering that the Azera's current 3.8-liter V6 makes 263 horsepower and the 3.3 puts out a max of 242. Like the V8, the V6 is linked to a six-speed automatic, unlike the current five-speed unit, although it is supplied by Aisin rather than ZF. Now that I'm talking Azera, it's important to note that the Genesis was not designed to replace the current front-wheel drive flagship, but to complement it. The Azera will continue on due to strong sales and it's ability to reach a different type of client than the Genesis will attract, kind of like how Lexus captures a larger share of the midsize luxury market with its ES 350 and LS 350 models.If luxury is defined by toys, the Genesis could very well be at the top of the heap. It has all the usual accoutrements like heated and ventilated seats, proximity sensing keyless access with pushbutton start, adaptive xenon headlamps and even an HD
Radio as standard equipment. Still, as impressive a list as this is, it's the less noticeable details that count for more in this game. Take for instance the leather on the steering wheel, which has been treated with UV-reflective dyes so that the surface doesn't become too hot to touch. If music is an important part of your drive the Genesis could be the car for you, as it can be had with an upgraded sound system that showcases 17 Lexicon speakers that are fed info from the Harman/Kardon Logic7 receiver with music selected from the six-disc CD player, the 30 gb hard drive, or your iPod via a USB slot.

Logic7 can be found in some of the world's finest cars, like the Range Rover, S-Class and 7-Series. Lexicon speakers can only be found in what's widely regarded as the finest luxury sedan in the world, the Rolls-Royce Phantom. And soon, of course, the Genesis. If it is possible to capture a brand's will and desire in automotive form, the Genesis is Hyundai's. Although it represents a standard never before seen in a Korean car, it has not lost forgotten the brand's core value proposition, delivering bang for the buck. The new Genesis will start at under $30,000 dollars, and will have an industry-leading warranty. Its introduction in Detroit will no doubt be a proud moment, but the real success will be when customers get behind the wheel and drive it this summer. We certainly look forward to doing likewise.

2008 Toyota 4Runner SR5 Sport Road Test

2008-01-17T19:50:00.000+07:00

The wind, the snow, the cold, the reduced visibility, the snow... did I mention the snow? Contrary to our Northwest office, which has seen above seasonal temperatures and is currently having a Green Christmas, we here in the Midwest most certainly aren't. Old Man Winter is out in full force, and it's been quite some time since I've seen a storm like this. Well, to be honest, it wasn't that long ago - last week - that the weather was this frightful, but it's never a worry when you're in something as sturdy, as capable and as dead reliable as Toyota's 4Runner.

4Runners are hearty machines, tough, well-built and well-engineered. Little has changed conceptually since they first hit the market in the mid '80s, which might have a little something to do with this fact. So, the two-door body style isn't around anymore (it's been absent since '92, and there aren't any plans to bring it back), but the body-on-frame structure has lasted (it's significantly more modern though, with frame rails that are fully boxed for improved rigidity), and has its proper four wheel drive system, transfer case and solid rear axle. This latest 4Runner shares its underpinnings with a great number of different SUVs and pickup trucks, ranging from the Lexus GX / Land Cruiser Prado to the FJ Cruiser, some of the best off roading vehicles in the world. In fact, when you're at the far stretches of the earth, the vehicles you're most likely to see are Toyotas, and relatives of the 4Runner no less.

This year, Toyota has consolidated the range for 4Runners into fewer models. Both the V6 and V8 are available in SR5, Sport and Limited guises. V6 models outfitted with the Sport package are well worth the extra $4,585. It's much more than an appearance package which is the case for most Toyota products, as it includes bigger wheels and tires, a front skid plate, bigger brakes and a host of little features, but most importantly it includes the wonderful X-REAS suspension system. Unfortunately, it also features a really dorky fake hood scoop. Just about the only thing missing from the 4Runner is the availability of a heated seat on the cloth-trimmed buckets. Mind you, with cloth, the seats don't get as cold to begin with, so Toyota's reasoning for excluding them is understandable.

When snow covers the ground, it's usually playtime when it comes to vehicles - but not for the 4Runner. To it, slippery stuff is serious business. Under these conditions, it's easy to see the advantadoing so, and it also helps prevent the back end from slipping out easily even when rounding slight corners. With the exception of when the vehicle is in low-range settings, VSC stability control will always remain on. Even with traction control disengaged, VSC will kick in and prevent the tires from slipping, getting it out of slippery situations

For the time well being, as it stands, the 4Runner is a fantastic SUV. While change may be inevitable, there is something to be said for tried and tested techniques and equipment. Importantly, Toyota has built its name building tough as nails vehicles like this one. So don't let its classic suspension and tough physical demeanor get in your way of your consideration, as this is a seriously good SUV

Futuristic Volvo C30 hits the road

2008-01-16T13:06:00.000+07:00

It’s the most shocking new Volvo ever launched… And Auto Express is first behind the wheel. Part electric dream and part biofuel-powered hatchback, the C30 Recharge is the Swedish firm’s vision of the future, and it could go on sale as early as 2012.

Not content with building some of the safest cars on the road, bosses have created the Recharge as part of an effort to make the greenest, too.The newcomer is best described as an advanced hybrid, with power coming from four electric motors mounted in the wheels. However, unlike some other hi-tech concepts, this one promises some serious advantages.

That’s because the energy to propel the car comes from three distinct sources. Rather than relying solely on battery power, the C30 Recharge also has a 1.6-litre biodiesel under the bonnet. This is attached to a large alternator to give an extra boost to the power systems. There’s no physical link between the engine and wheels, however; only an electrical one.

The engine can therefore be run at its most efficient point to make power, rather than being forced to run to the very top of its rev range to provide forward motion. This not only improves real-world performance but also the kind of punch the electric motors need to keep up with fast-moving traffic.

Detroit 2008: 2009 Saturn Vue 2 Mode Hybrid

2008-01-16T12:59:00.000+07:00

In 2006, the Saturn Vue Green Line became General Motors’ first production hybrid vehicle when it debuted with the company’s mild hybrid system. In fall 2007, a updated BAS-equipped Green Line version based on the second-generation Vue went into production.

GM has now added the second of three hybrid variants to the Vue lineup with the2009 Saturn Vue Green Line 2 Mode. The 2 Mode Vue is based on the same technology used in the award-winning Tahoe and Yukon full-size SUVs. The Vue has the first transverse mounted front-wheel drive application of the 2 Mode system.

The 2 Mode transmission is paired up in the Vue with GM’s 3.6L twin-cam V6 equipped with direct fuel injection. Like the big SUVs, the engine is equipped with a cylinder deactivation system that allows it to run on three cylinders under light load conditions. The combination of the advanced hybrid system and the V6 helps maintain the V6 Vue’s 3,500 tow rating while still achieving a fifty percent boost in urban fuel economy. There’s more on the 2 Mode Vue over at AutoblogGreen.

Gallery: Detroit 2008: 2009 Saturn Vue 2-Mode Hybrid
DETROIT – The all-new 2009 Saturn Vue Green Line 2 Mode, the first front-wheel-drive compact SUV in the world powered by General Motors’ two-mode hybrid technology, is designed for customers who want the outstanding fuel savings of an advanced hybrid and the full power and towing capability of an SUV. The Vue Green Line 2 Mode was unveiled today at the North American International

First Drive: 2008 Ford Focus Coupe-Cabriolet - Previews

2007-12-10T13:31:00.001+07:00

Nothing turns heads like a sexy convertible wearing Pininfarina badges on its flanks. The Italian design firm is world famous for creating pulse-quickening exotic cars such as the Ferrari 599GTB Fiorano and Maserati GranTurismo. However, the Pininfarina-badged droptop we recently took for a spin proudly wears a blue oval in the center of its grille. The Ford Focus coupe-cabriolet is designed and built by Pininfarina at its factory in Turin, Italy, at a rate of roughly 20,000 per year.

It might not have a prancing horse or trident on its hood, but the Focus is hardly a shrinking violet when it comes to drawing attention. As we drove through posh Parisian neighborhoods—where any other Ford would be considered so déclassé—the coupe-cabriolet got plenty of admiring glances.

The front end is filled with four large grilles, a pair of fog lights, and just the right amount of chrome to be tasteful but not tarty. A bold crease flows up from the headlights and hood before working its way to the C-pillar and over the trunk. Aggressive wheel-arch blisters add visual muscle without making the car look steroidal.

Our only serious issue is with the large rear overhang, made necessary by the two-piece retractable hardtop. However, we were determined to put that top to use, even if cold autumn weather meant we had to crank up the heated seats and wear goofy woolen caps. With a simple push of a button, the top slides into the trunk in a magic act that takes less than 30 seconds—quick enough to impress people at a red light.

First Drive: 2008 Ford Focus Coupe-Cabriolet - Previews

2007-12-10T13:31:00.000+07:00

Small Sports Car for Nissan?

2007-12-10T13:26:00.001+07:00

Nissan is trying to figure out if there is room in the market for an entry-level sports car that is smaller, more lightweight, and more affordable than the 350Z.

The Japanese automaker is interested in a front-wheel-drive sports car that could compete with the Mazda MX-5 Miata, Pontiac Solstice, and Saturn Sky, Nissan North America vice-president in charge of product planning and strategy Larry Dominique tells Car and Driver in an interview.

“We’re looking at it,” Dominique says of a car that would live in the $20,000 price range, and wouldn’t really be a threat to the rear-drive Z that starts at $28,600 for 2008. The 2008 Miatas base price is $21,220; the Pontiac Solstice’s is $22,400.

Such a car would appeal to the echo boomers who can’t afford a Nissan GT-R. To this demographic, $15,000-to-$22,000 vehicles will be important, he says.

Food for thought: Nissan showed the Urge concept, a small 2400-pound, rear-drive roadster with a small-displacement engine and six-speed manual transmission, at the 2006 Detroit auto show. Designer Bruce Campbell says the Urge itself is not for primetime, but the chemistry is there and the design represents the future of a smaller sports car. Nissan would fail with a conventional baby Z sports car, he says.

Although the three-passenger Urge will not make it to showrooms, production cars in the future will have elements of the concept, Dominique tells us.
No decisions have been made yet, says Tom Lane, corporate vice-president in charge of product planning and strategy for the parent company, Nissan Motor Corporation, as feasibility studies continue. “How big is the market, really?” he asks. “I’m not sure if there is room.”

Another alternative is to make the next 350Z more efficient and lighter, Lane says of the sports car that came out in 2003 and is due for replacement next year.

BMW to Offer Factory Performance Parts

2007-12-10T13:21:00.000+07:00

The after-market BMW parts market is filled with manufacturers claiming their equipment can squeeze more performance out of the cars then BMW can. Well, now BMW will be selling its own factory performance parts. All of the parts meet the same quality regulations as standard parts. Best of all, the upgraded equipment won't effect the original car's warranty.

Currently, there are only parts available for the Z4 and 3-series. Most of the good stuff is only for the last generation 3. But oh, how good it is. A performance exhaust claims to give five additional horsepower and lower weight by 8.8 pounds. A performance engine kit for the 330 adds ten horsepower and 8 lb-ft of torque. Other available pieces include a shift kit, suspension pieces, drilled brake rotors, air intake, and new wheels.

There are surely many BMW fanatics who will empty their wallets for these goodies, but are these parts worth the premium BMW will surely charge over similar equipment from other companies? Sure, if you want to keep your warranty. But since most of the modified cars will already be out of warranty, it will come down to how much customers love BMW. For lots of people out there, that's quite a bit.

2009 Hyundai Sonata - Auto Shows

2007-12-10T13:17:00.000+07:00

For 2008, Hyundai has launched a mid-cycle refresh for the Sonata in Korea, where it is known as the Sonata Transform.
The rest of the world must wait until the 2009 model year to incorporate the changes. The U.S.-spec Sonata will bow in February at the 2008 Chicago auto show.

The Korean Transform receives minor visual upgrades—the design team says it didn’t want to mess with a design it considers to be successful. The bumper, the grille, and the headlights have been sharpened to help give the car a more edgy image. The Korean face lift also brings new alloy-wheel options.

The transformation continues inside, where almost all the interior plastics have been upgraded. A new center console, dashboard, and door panels are intended to project a more luxurious image than the current pieces. The sedan also gets dual-zone climate control, an auxiliary input jack for music players, and an ionization system that’s supposed to prevent mold growth. If that’s really a concern, we’re all for ionizing whatever we can.
Mechanical changes make up the biggest part of the refresh. A revised front subframe makes the Korean-spec Sonata safer in frontal collisions.

The car heralds Hyundai’s next-generation Theta engine family, a version of the four-cylinder world engine that was a joint venture of Hyundai, Mitsubishi, and the former DaimlerChrysler. World engines are already available in such vehicles as the Dodge Caliber and Avenger and the Chrysler Sebring.

Hyundai (it took the engineering lead on the world-engine project) introduces Theta II powerplants that deliver more horsepower and torque while maintaining or improving on their previous fuel-economy figures. The engine improvements were made possible by a variable induction system and variable valve timing on the intake and exhaust camshafts.
In total, Hyundai will offer five engine choices for the Sonata Transform, but North American options are whittled down to two.

The first is the DOHC 2.4-liter four-cylinder (Theta II) that will generate 175 horsepower and 169 pound-feet of torque, up substantially from the current 2.4-liter four-cylinder Theta in the outgoing Sonata that makes 162 horsepower and 164 pound-feet. We expect the new 2.4-liter to eventually replace the 2.7-liter V-6 in Hyundai's lineup. The other option for the U.S.-spec 2009 Sonata is the automaker's 3.3-liter first-gen Lamba V-6 that produces 239 horsepower and 228 pound-feet. Take-rate on the V-6 is expected to be about 30 percent of total U.S. sales.

Additionally, Hyundai engineers tweaked the Transform’s five-speed manual transmission for easier shifting and revised the four-speed automatic (for markets outside the U.S.) and the five-speed automatic.Hyundai will begin shipping export versions of the Sonata early in the new year.

2008 Infiniti EX35

2007-12-10T13:10:00.000+07:00

One spouse prefers SUVs; the other craves classic sport-sedan driving delights. While satisfying both prerogatives sounds like a job for Dr. Phil, walking the perilous line between sport and utility is precisely what the Infiniti EX35 accomplishes.

Infiniti has staked out a microscopic site of unclaimed turf in the gridlocked crossover segment. Sizewise, the new EX is a low-riding BMW X3. Stylewise, it's an Infiniti G35 sedan with a bobbed tail and a hatch. Philosophically, it's a machine with the uncanny ability to maintain garage goodwill.

Mechanically, this is another shuffle of the Nissan/Infiniti FM-platform components deck. Take a front suspension from the G, bolt on a rear suspension from the FX, stir in a fourth-generation 3.5-liter V-6, and add a smart five-speed manu-matic. Keep the curb weight below two tons, whip the energy supply toward 300 hp, and avoid the severe FX suspension settings that intimidate the weak of spirit. Season liberally with electronic goodies for the gadget-afflicted.

Tidy dimensions keep the EX35 from being the jack of all SUV skills. There is no macho off-road pretense.

The back seat is roomy enough for two, although adult-size shoes must be twisted to clear the narrow door openings. While power-folding rear seats make the most of the cargo hold, the 16.8 cubic feet available (with all seats in use) falls short of a sprawling family's needs. This is an SUV for two camps: those wishing to curb a supersize habit and car folks dipping a toe in crossover waters.

Utility sacrifices are well-rewarded. The EX's speed-sensitive steering maintains a truthful dialogue with the road, especially when the optional all-wheel drive is eschewed. Thanks to a reasonably low center of gravity, firm dampers, and ample roll resistance, the body never flops like a fish out of water. The automatic transmission offers well-spaced ratios, crisp shifts, an authoritative sport mode, and rev matching on downshifts. The engine loves every unbridled run to its 7500-rpm redline.

Driving the optional eighteen-inch, V-rated Dunlop SP Sport tires throuFour interior hues are available with black-lacquered plastic and textured aluminum or real maple trim. The optional navigation system includes a 9.3-gigabyte hard drive for music storage. An eleven-speaker Bose sound system offers iPod connectivity via a USB port. Two innovations are an Around View Monitor that mixes four video-camera feeds into one bird's-eye look at your immediate surroundings and a Lane Departure Prevention system that nudges the brakes to curtail unintended lane changes.

2008 Audi A3 Cabriolet

2007-12-10T13:06:00.000+07:00

In February of 2008, Audi will begin selling a convertible version of its A3 hatchback - in Germany. Don't expect to see an A3 Cabriolet in U.S. showrooms, at least not any time soon.
The new droptop is based on another A3 we don't get to enjoy here - the three-door hatch. Open-air A3s receive updated front- and rear-end treatments, including unique headlights and taillights. Expect these visual enhancements to make their way to the rest of the A3 lineup around the middle of 2008.

Unlike Volkswagen's small convertible offering - the Eos - Audi has chosen to go with a soft top to save weight and preserve space for four people inside, while maintaining a fastback coupe-like profile. The wider VW has a longer rear deck to accommodate its folding hard top.

In Europe, as always, engine choices are plentiful. A3 Cabriolet buyers will be able to choose from four different direct-injected, turbocharged four-cylinder engines. Gasoline options include a 1.8- or 2.0-liter TFSI, while 1.9- and 2.0-liter TDI engines will satisfy torque lovers. All engines get either a five- or six-speed manual as standard, with Audi's S tronic dual-clutch gearbox available on all but the smaller diesel.

The choices continue with the roof, which can be had as either semiautomatic or fully automatic with thermal and sound insulation. Both will fold and stow in nine seconds and feature a standard heated glass rear window.

We're disappointed that this new A3 model won't be coming here, because it looks like the VW Cabrio successor that the strangely proportioned Eos should have been.

2009 Lincoln MKS - Auto Shows

2007-12-10T13:01:00.000+07:00

If you’ve been waiting for the all-new 2009 MKS with quiet patience, then the new Lincoln flagship is for you. This is a car all about refined luxury for the responsible types who want a little pampering and a little power—but it must be guilt-free.

For these ethical buyers, the MKS will debut with Ford’s new 3.7-liter V-6 under the hood and add a direct-injection turbocharged V-6 for 2010 to provide the power of a V-8 with the efficiency of a six. No storming the ramparts with nostril-flaring V-8s to sully the face of Lincoln. Responsible, remember?

Lincoln uses the 2007 L.A. auto show to break cover on the production MKS—we saw the MKS concept at the 2006 New York auto show (with a V-8, we might add).
Ford will start building the full-size luxury sedan at its Chicago plant next summer. Volume should be in the 40,000 range annually, with a starting price below $38,000. Orders are now being accepted.

On the style spectrum, the MKS lands between the Lincoln MKZ (formerly the Zephyr) and the sexy MKR concept that kept bringing us back to the Lincoln stand at the Detroit show in January to double-check that it was really wearing a Lincoln badge.
The look of the MKS—yes, we know the naming strategy is confusing, and we hope we don’t make a typo—is not excessive or ostentatious. That is by design, says Peter Horbury, executive director of design for the Americas, and he says it is in keeping with modern customers’ luxury demands.

But he says he also made a conscious attempt to resurrect cues from Lincolns of the past, without going retro.
The production MKS does not undergo much change from the concept, with one key exception: the front grille. Whereas the concept had a single grille similar to the one on the MKZ, the production model now sports a double-wing grille with a Lincoln badge nestled in the split. It is reminiscent of a 1941 Continental’s and the MKR concept’s, whose approval rating likely influenced the change.

“At the 11th hour, we changed the front,” Horbury tells us. “It’s the new face of Lincoln,” he says, noting it is always controversial when you change a front, as you can put brand identity at risk. We politely suggest the Lincoln identity can stand the upgrade.
The car is marked by clean, simple side lines and what someone described as “Volvo shoulders,” meaning more muscular and confident, but stopping short of being a bully. We see it, kinda. But we also don’t see a whole lot of risk taking in the body.

The interior continues the clean and simple theme to create a business-class experience, including premium leathers and wood trims, and class-leading room for passengers and cargo. The first prototype we saw had a classy two-tone black-and-cream color scheme, but the luxo sedan’s cabin will also be offered in black or light beige with gray. Fit and finish issues have been largely designed out; a piece of wood trim overlays the lid of the instrument panel where it meets the glove box, for example.

2008 Cadillac CTS - 10Best Cars

2007-12-10T12:50:00.000+07:00

This second-gen CTS conclusively fulfills General Motors’ goal of turning Cadillac into a world-class luxury competitor. It does so by building on the strengths of the first CTS, while addressing its shortcomings. From the outside, you’ll still recognize Cadillac’s sharp-edged, wedgy styling, but the new version has a more muscular stance, greater detail refinement, and eye-grabbing features such as the enlarged grille and the front fender vents. Inside, the black plastic has been replaced by luxurious appointments that look and feel as upmarket as anything in the segment.

The Sigma platform and its all-independent suspension benefit from six years of development to deliver an excellent combination of handling, ride, and fine responsiveness. Motivation comes from GM’s 3.6-liter twin-cam 24-valve V-6, which is available in port-injected 263 horsepower and a new, 304-hp direct-injection version. Either can be coupled to a six-speed manual or a refined six-speed automatic with manual override.

The result is a ride that is easy on the eyes, comfortable on your backside, exciting to drive, and competitive with the best from Europe.

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

BASE PRICE: $32,990

ENGINE TYPE: DOHC 24-valve 3.6-liter V-6Power (SAE net): 263–304 bhpTorque (SAE net): 253–273 lb-ft

TRANSMISSIONS: 6-speed auto with manumatic shifting, 6-speed manual

DIMENSIONS:Wheelbase: 113.4 inLength: 191.6 inWidth: 72.5 inHeight: 58.0 inCurb weight: 3900–4050 lb

FUEL ECONOMY:EPA city driving: 17–18 mpg

2008 Chevrolet Malibu - 10Best Cars

2007-12-10T12:48:00.000+07:00

Back in the ’60s, Chevy Malibus were as affordable as they are today, but they were often found in the driveways of lavish homes. That’s because they were seen as competent, practical, and stylish. For the first time in decades, you can again say the same things about a new Malibu.

This 2008 version has clean and elegant lines that stand out among family sedans that look dead boring or make do with contrived visual details. Inside, the Malibu is equally captivating, with clean instruments and logical controls embedded in a panoramically sweeping dashboard. There’s plenty of space for people and their stuff in this Malibu, which also has the versatility of a split-folding rear seat.

Under the hood comes the choice of a 2.4-liter four-cylinder engine—one that’s quieter than the excellent four-cylinder in the Honda Accord—or a twin-cam, 24-valve V-6 with 252 horsepower. The Malibu’s chassis delivers an agreeable ride, responsive handling, and a degree of control feel that satisfied us on Hogback Road.
It all adds up to a Malibu that is, once again, a smart purchase for anyone seeking a fine mid-size sedan.

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

BASE PRICE: $19,995–$26,995

ENGINES: DOHC 16-valve 2.4-liter inline-4, 169 hp, 160 lb-ft; DOHC 24-valve 3.6-liter V-6, 252 hp, 251 lb-ft

TRANSMISSIONS: 4-speed auto, 6-speed auto with manumatic shifting

DIMENSIONS:Wheelbase: 112.3 inLength: 191.8 inWidth: 70.3 inHeight: 57.1 inCurb weight: 3400–3650 lb

FUEL ECONOMY:EPA city driving: 17–22 mpg

2007 Nissan Altima - Auto Shows

2007-12-10T12:45:00.000+07:00

Built on a new platform, the ’07 Altima boasts increased structural rigidity and a wheelbase that’s one inch shorter. Nissan estimates that the 3.5-liter V-6 will have over 265 horsepower and 255 pound-feet of torque and that the base 2.5-liter inline-four will have over 165 horsepower and 170 pound-feet of torque.

Each engine comes standard with a six-speed manual, and the automatic is now a CVT. Nissan also improved the Altima’s less than stellar interior. Prices should range from about $18,000 to $30,000 when the Altima goes on sale this fall. A hybrid model will follow about a year later

Tokyo Motor Show 2007: Subaru EXIGA Concept best 7

2007-12-10T12:08:00.000+07:00

Subaru has been promising a seven seater for years, but have yet to deliver one to their own home market as the Tribeca isn’t sold this side of Pacific. A couple of years ago it was leaning towards a minivan-style MPV, but for this year’s show they have chosen to throw a couple of seats in the back of Japan’s best selling station wagon, the Legacy, to make the EXIGA Concept.

The designers had a lot of fun inside and out. Enjoy the pics in the gallery below.

Hyundai Genesis Revealed in Korea

2007-12-10T11:48:00.000+07:00

Today Hyundai has revealed the brand new rear-wheel-drive luxury sports sedan at a Korean media test drive preview. Yesterday the Koreans were still very secretive about the looks of their new flagship model, but today we have images of the car in its entirety.

As mentioned yesterday, the Hyundai Genesis will be powered by the new Tau V8 engine producing 375 horsepower coupled with a six-speed automatic, base models will feature either a 3.3 liter or 3.8 liter Lambda V6.

The Genesis emblem will only be featured on the Korean and Chinese market models and will not make it to the North American market. Resulting in speculations that Genesis may become a sub-brand of Hyundai just like Lexus (subsidiary of Toyota) and Infiniti (subsidiary of Nissan). Only time will tell.

More Mercedes SLC Prototype Spied

2007-12-10T11:38:00.000+07:00

Mercedes and AMG are still hard at work in Europe and the USA on the successor of the legendary 300 SL from the fifties and sixties. Codenamed the W197, this might just be the hottest project for the coming years and is scheduled to make its first appearance in 2010.

There is not much we can tell you besides the fact that every detail is sketchy at best, but the car is being developed by AMG and should be built in the Mercedes Sindelfingen plant in Germany at a rate of 3,000 to 5,000 units annually.

The 2 seater will probably be powered by a 620 hp V8, be a few centimeters shorter than the future SL, have a tubular frame like the ’50s Gullwing 300 SL and have rear-wheel-drive. Expect a hefty price tag of somewhere between 150,00

Tested: 2008 Cadillac CTS - Short Take Road Tests

2007-11-27T15:45:00.000+07:00

Cadillac’s sharp, wedgy “art and science” design theme has fully matured on the latest CTS, and an aluminum, dual-overhead-cam V-6 with variable valve timing and direct fuel-injection finally brings the marque’s engine room onto the same high-tech plane as the styling department.

The 304-hp direct-injection V-6 gets all the attention for now while the automotive community eagerly awaits the appearance of the supercharged V-8–powered CTS-V. Meanwhile, the 258-hp base engine is basically a carry-over from the previous-generation CTS, in which it was the optional V-6. A six of equal size to the direct-injection engine—3.6 liters with port fuel injection and variable valve timing—the now-base mill checks in $2300 cheaper than the higher-tech (and higher-power) engine.

Down 46 horses and 20 pound-feet on the DI engine, the indirectly injected base mill still brings a hearty portion of power with 258 horsepower and 253 pound-feet of torque. With the test gear strapped on, our six-speed automatic CTS managed a 7.0-second 0-to-60-mph romp en route to a 15.4-second quarter-mile at 91 mph. The more powerful uplevel engine (with a six-speed manual) achieves the same marks in 5.8 and 14.6 seconds at 97 mph.

2009 Honda Accord Diesel and New Honda Hybrids for 2009 - Car News

2007-11-27T15:40:00.000+07:00

From the Tokyo auto show comes confirmation that Honda’s 2.2-liter diesel engine will come to the U.S. installed in the 2009 Accord. The aluminum engine is fairly conventional in that it has a balance shaft, dual overhead cams, and high fuel pressure. The redline should be around 4500 rpm; that’s where the Euro-spec diesel Accord we drove topped out.

Power and boost levels have not been specified yet, but we can expect at least 150 horsepower and 260 pound-feet of torque. Honda engineers say the diesel is about 44 pounds heavier than a similar gas engine, but they wouldn’t confirm the actual weight of either.

One interesting tidbit is the cast stainless-steel exhaust manifold, but the most compelling story here is the NOx converter. There are two substrate layers on the converter’s honeycomb matrix: an outer layer that stores NOx and a lower layer of platinum particles that, although it also stores a little NOx, mostly reacts with the exhaust to produce ammonia during rich combustion. The ammonia, which is described by the formula NH3, reacts with the stored NOx to produce nitrogen and water. The process is choreographed by the ECU.

Honda claims its system was developed in-house and that, unlike VW’s similar NOx trap that will be for sale soon, Honda’s is scalable to larger vehicles. In other words, Honda says it believes it can put a V-6 diesel in a Pilot or similarly sized vehicle that meets 50-state emissions without having to inject urea, as will be the case with the VW Touareg diesel. Three different engineers repeated these claims; that gives us the feeling that such a vehicle is in the works.

Official Photos and Info: 2007 Chrysler Sebring - Car News

2007-11-27T15:27:00.000+07:00

Chrysler's Sebring was pretty hot when it debuted for 2001. Since then, every mid-size competitor has been redesigned—some more than once. These days, it seems fully half the Sebrings we see wear rental-car bar codes or "Official Use Only" government plates. So Chrysler redesigned the 2007 Sebring to challenge the perennially bestselling Toyota Camry and Honda Accord.

Atop a platform that, for now, is specific to the Sebring, Chrysler built the boldly styled sedan seen here, which recalls several past and present Chryslers. The headlights and the grille evoke the defunct 300M, the upright windshield mimics the current 300C, and the hood ribs are reminiscent of the Crossfire. Sebring stylists say they looked at the Chrysler Airflite concept from the 2003 Geneva auto show for inspiration, an influence most visible in the shape of the greenhouse.

The Sebring’s underpinnings initially were developed with Mitsubishi, but Chrysler’s Japanese partner pulled out of the project for lack of funds. Consequently, the only sibling we anticipate on this platform in the imminent future is the 2007 Dodge Stratus, which we’ll see very soon.
Inside, the Sebring benefited from practicality lessons from Chrysler's successful PT Cruiser, with a high seating position-2.5 inches higher than that of the outgoing model-and a 60/40-split, fold-flat rear seat with an optional flat-folding front passenger seat to maximize cargo volume. If it's people you are carrying rather than cargo, Chrysler hopes to keep them interested by offering a bundle of gadgets including a voice-activated, touch-screen Harman/Kardon nav system with a USB port and 20-gigabyte hard drive for storing music files; a heated and cooled cup holder capable of heat-cycling a cappuccino from 35 to 140 degrees; and heated seats in leather or cloth.

Four engines will be offered, only three of which will see the U.S. market. The 140-hp turbo-diesel four-cylinder with 236 pound-feet of torque will not be offered here. We will get a choice of a base 172-hp inline-four capable of a claimed 31 mpg highway; a 190-hp, 2.7-liter flex-fuel V-6; and a line-topping 235-hp, 3.5-liter V-6 harnessed to a new six-speed automatic transaxle with manumatic control.
2007 Sebrings will start rolling into dealerships towards the end of 2006, with pricing similar to that of the Camry and Accord.-->

Hyundai-rwd-sports-coupe-uncovered

2007-11-09T09:11:00.000+07:00

WorldCarFans sister site CarSpyShots.net has posted today these amazing shots of the all-new Hyundai rear-wheel-drive sports coupe. Snapped during a market research event, the Hyundai is standing next to its target competitor, the Ford Mustang. In an effort to minimize preconceived biases, both vehicles are painted exactly the same color as well as having all emblems covered. Additionally, participants are given a questionnaire about the two vehicles regarding their impressions in which they refer to the vehicles by a given letter. As seen in these photos, the Hyundai is wearing a sign on the front bumper with the letter F.

Although spy photos taken from research clinics are nothing new, these are the clearest photos we have seen from such an event. Normally, the specially selected participants of these market research events are obviously prohibited to have cameras. But judging by the vantage point of the photos it seems the spy photographer may have been an insider with access to the rest of the facility allowing a view from above the curtains.

The presence of the Mustang as the target competitor confirms the sports coupe will receive a V8 engine (the 4.6-liter from the Genesis) as previously reported. Codenamed BK, but often referred to as the Hyundai Mustang by Hyundai insiders, the sports coupe replaces the Tiburon but will most likely be given a new name since it has nothing in common with its predecessor as well as emphasizing a high performance rear-wheel-drive nature. The Hyundai sports coupe which is based on the BH/Genesis platform will first arrive in Asia in late 2008 or 2009, and arrive in the U.S. for the 2010 model year. A convertible version is expected to follow.

New information from NewTiburon.com. According to a participant of the focus group, two engines mentioned were a 2.0-liter trubo with 215hp and 217 ft-lbs of torque priced at $19,000 and a 3.8-liter V6 with 300hp and 280 ft-lbs of torque starting at $25,900. There was no mention of a V8 engine but that doesn’t mean it doesn’t exist.

However, the focus group was conducted in June of this year which leaves plenty of time for changes. Other features mentioned include Ipod integration in center console, bluetooth function through head unit, sunroof, mirror mounted LED turn signals and limited slip

First pic of Fisker plug-in hybrid luxury car released

2007-11-09T09:02:00.000+07:00

Here we have the first image of the upcoming plug-in hybrid luxury car from Fisker set to debut at this year’s Detroit Auto Show in January. Developed in conjunction with Quantum Fuel Systems Technologies Worldwide, the plug-in hybrid will cost around $100,000 and initially be built in a run of just 100 units.

Fisker hasn’t given out any details on the car, like how much power it will produce or what its fuel economy will be, but from the picture above we can tell it will be a stunner. That’s not surprising, as the company’s namesake, Henrik Fisker, designed such cars as the BMW Z8, Aston Martin DB9 and V8 Vantage, among others.

Though the image is small, we can make out design elements from many other high-end autos including a Ferrari 599-esqe front end, some Maserati Quattroporte in the midsection and, of course, a little Aston in the rear. Check back here in January for some solid info on what this car’s all about.