2012 BMW X1

Malicious tongues claim that the X1's psychedelic-swirl paint job marks the ultimate expression of Chris Bangle's flame- surface design philosophy, but this is not the case. The wild circles printed on thick adhesive foil do a better job of disguising a car's contours than the matte-black cladding used in the past. It was required attire for the preproduction prototype X1 that we drove.

Dimensionally, the X1 is really more of an X2, so expect the next X3 (due in 2011) to grow a full size. The X1 breaks new ground in terms of proportions: it's based on the current 3-series, but it's taller than the wagon, not as long as the sedan, wider than the coupe, and offers more interior room than any of them. Thanks to the wider doors, entry and egress is pleasantly painless. A relatively small cargo hold is remedied by folding rear seats, and a power-operated tailgate will be optional.

Our test car, an X1 xDrive28i, had the familiar 3.0-liter in-line six and six-speed automatic. Dynamically, it exceeded our expectations by about 100 percent, with tenacious roadholding and chuckable handling. It's so much fun to drive that the DMV should consider slapping some sort of entertainment tax on it.

The X1's revised, rear-biased xDrive four-wheel-drive system has been recalibrated to help the X1 handle with the same verve, finesse, and ambition as a compact sport coupe. The DTC switch should be bright red and marked PLAY: turn off the stability control, and the X1 becomes a master of grip and drift, poise and pose, balance and breakaway. Try the same hooliganism in an X3, and you'll find yourself in the ditch, guaranteed.

There will be no M version, but the X1 isn't slow: according to BMW, 62 mph comes in 6.7 seconds, top speed is limited to 150 mph, and the efficient six returned 28 mpg in the European combined cycle. Although it closely matches the footprint of a 3-series wagon, the X1 will be far less expensive.

ALL-IN-ONE FUN: The X1 is a remarkably successful interpretation of the crossover theme in that it blends SUV virtues-elevated seating position and extra ground clearance-with wagon assets such as carlike fuel economy and inspired handling. This BMW offers better packaging than an all-wheel-drive 3-series, and it's even more fun to drive. Unfortunately, the styling is an acquired taste. Maybe that psychedelic skin wasn't such a bad idea after all.

Price: $32,000 (est.)
Engine: 3.0L I-6, 260 hp, 225 lb-ft
Drive: 4-wheel

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2011 BMW X3 Prototype

BMW's X3 -- the small SUV that critics love to hate -- has finally earned a comprehensive rethink. Born seven years ago two strides behind the also controversial X5, the original 3-series-based X3 excelled in handling but suffered from a brutal ride, cramped accommodations, austere furnishings, and a dear price. In spite of those shortcomings, the Austrian-built X3 sold well and earned an avid following, in large part because BMW implemented numerous year-by-year course corrections.

Now the new X3 leaps from long-gone E46 3-series underpinnings to the more competent E90 platform. Magna Steyr, BMW's original manufacturing and development partner, is out of the picture and production has been relocated to BMW's Spartanburg, South Carolina, assembly plant (where X5 and X6 sport utes are also manufactured for worldwide distribution). The third leg of the X3's revival stool is a combination of usefully larger dimensions and beneficial powertrain changes.

EVOLUTIONARY EXTERIOR DESIGN
All of the X3's birthmarks-including the rising character line through the rear quarter window--are still clearly evident in this second generation. Thanks to a 3.5-inch increase in track width (front and rear) and a 1.2-inch gain in overall width, the precursor's awkwardly tall proportions have morphed into a more confident, securely planted shape. A modest 0.6-in. increase in wheelbase combined with a 3.1-inch overall length stretch have done wonders for access and interior room. (Note: all dimensional changes are approximate since final specifications have not yet been released.) Proof that BMW engineers took this revival seriously is the fact that the new X3 is a few pounds lighter than the original thanks to more aluminum in the suspension and a shift to thinner-gauge high-strength steel in the body shell.

The new X3 has effectively taken over the size category vacated by the X5 when it grew for the 2007 model year. This leaves room in the lineup for the two-inches-shorter X1 crossover due next year.

A CABIN THAT WARRANTS NO APOLOGY
Inside, there's nearly no trace of the bygone hard-plastic era. The optional leather trim is French-seamed to a faretheewell with attractive contrasting stitches. A new electronic display screen located at the top of the center stack is a permanent fixture for all models whether or not a navigation system is purchased. Centrally located twin cupholders are also standard fare, BMW's nod to our penchant for road-going refreshments.

To no one's surprise, an I-Drive controller is finally standard X3 equipment. Seven support buttons surround the main rotary knob and BMW insists that the latest improvements make this system intuitively easy to use. One remaining I-Drive annoyance is BMW's illogical use of MLS to abbreviate MILES.

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2011 Ford Shelby GT500

Chevrolet hasn’t even acknowledged its existence, but the engineers at Ford’s Special Vehicle Team know that a supercharged Chevrolet Camaro Z28 is on its way. That car could be the first direct competitor to the Ford Shelby GT500, as its closest competitors today either come up short in horsepower (Dodge Challenger SRT8, Camaro SS) or fit into an entirely different class of car (Chevrolet Corvette). To combat the Camaro Z28 before it even arrives, Ford has freshened its hottest Mustang, making it a leaner, more powerful, and more agile muscle car.

Fewer Pounds, More Ponies

The biggest change comes as a result of switching from iron to aluminum for the 5.4-liter V-8 engine block. The switch is more dramatic, both on the spec sheet and from behind the wheel, than you might think. Ford claims a massive weight savings of 102 pounds, which suggests that the old iron block might have been carrying some unnecessary mass. The updated engine block features cylinders that are finished with a spray-on coating, rather than a steel sleeve. In addition to saving 8.5 pounds over the traditional steel-sleeve aluminum block, the spray bore reduces friction and increases heat transfer from the combustion chamber to the coolant. Power climbs 10 ponies to 550 hp at 6200 rpm, while torque is unchanged at 510 lb-ft. Fuel economy also increases to 15 mpg city and 23 mpg highway. That’s one extra mile per gallon in both ratings, which allows the GT500 to escape the gas-guzzler tax that ensnared last year’s car.

New Performance Package

An optional $3495 performance package is new for 2011. It lowers the car eleven millimeters in front and eight millimeters in the rear, and features springs that are 20.5 percent stiffer in front and 9.5 percent stiffer in back. It also includes a shorter, 3.73:1 final drive ratio, a Gurney flap on the spoiler, narrower stripes on the hood, and a white cue-ball shifter. Forged aluminum wheels, measuring 19 inches in front and 20 inches in back shave a total of fifteen pounds off the base car’s weight. The gorgeous, graphite-finish wheels are wrapped in Goodyear’s new Eagle F1 Supercar G:2 summer tires.

Other new features include an optional glass roof on the coupe ($1995), convex blind-spot mirrors, standard high-intensity discharge headlamps, and fold-down rear headrests that greatly improve visibility. Pricing starts at $49,495 for coupe and $54,495 for convertible.

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2011 Mercedes-Benz R-Class

The Mercedes-Benz R-class was introduced in 2005 amid high expectations, but sales have been disappointing-particularly recently. In 2009 the Mercedes GL-class SUV outsold the R-class five-to-one, and the M-class outsold it by a factor of nine. Now coming up on the six-year mark, the R-class might be expected to undergo a full redesign, but instead the 2011 model is getting new sheetmetal only from the A-pillar forward, along with minor equipment revisions, and carryover powertrains.

WHAT'S IN A NOSE
While Mercedes product managers are happy to boast that the R-class has the functionality of a minivan-and it does-the designers' goal was to downplay the minivan aspect. "The previous one was more soft-looking, more [like a] minivan," says designer Hubert Lee. "We were trying to give it more of a sporty, SUV/tourer look." To move the R-class from a one-box, minivan profile to more of a two-box, SUV look, Lee and his colleagues from Mercedes' California studio raised the hood, enlarged the grille, and squared off the front end. More angular headlights, a new bumper with low-mounted daytime running lights (available as LEDs), and reshaped fenders complete the front-end makeover. At the rear, redone taillight graphics and a new bumper are supposed to create a more horizontal emphasis. Detail changes elsewhere include new side mirrors and new wheels.

JUST TWO MODELS
In recent years, the number of R-class variants has dwindled. Rear-wheel-drive has been dropped, as have the V-8-powered offerings-both the 5.0-liter R500 and the AMG version. (The latter has to be one of the rarest, and most unlikely, vehicles ever to come from Mercedes' in-house tuner.) A short-wheelbase variant is sold in other markets, but has never been offered here. The new, 2011 R-class will come in the same two configurations as the 2010 model: R350 4Matic and R350BlueTEC 4Matic.

The gasoline-engine R350 is the volume model, accounting for roughly 95 percent of sales. Its 3.5-liter V-6 makes 268 hp and 258 pound-feet of torque, sent to all four wheels via a seven-speed automatic transmission. As we know them from elsewhere in the Mercedes lineup, both the engine and gearbox are polished performers, but the V-6 feels fully matched by the R350's 5000 pounds. (Mercedes quotes a 0-to-60-mph time of 8 seconds.) Throttle response is languid, and the hills of northern Westchester County often had the transmission calling for more than one downshift to maintain speed.

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2011 Volvo S60

Ask most Americans what single word comes to mind when they think of Volvo, and they are likely to say, “safety.” No other automaker has so burned the safety message into our brains than Volvo has over decades of advertising and brand management. Naturally, Volvo continues to capitalize on that reputation with the all-new 2011 S60, which integrates more active and passive safety systems than ever before, including a groundbreaking new pedestrian-protection system.

But Volvo wanted more for the new S60, which hits U.S. dealerships in mid-September 2010. Knowing how competitive the entry-luxury sedan market is, Volvo wanted the S60 to be as sexy as it is smart and as scintillating to drive as it is to look at. Peter Horbury, Volvo’s former design director who returned to Volvo last year after a stint at parent Ford, led Volvo design in a new direction back in the 1990s with the S80 sedan. So, for more than a decade, Volvos have been fine-looking cars, whether we’re talking sedans, wagons, SUVs, coupes, or convertibles. But they haven’t come close to equaling other European makes in terms of their driving experience. Will the 2011 S60 change that? Keep reading.

Safety comes naturally, even for pedestrians. Volvo’s all-new pedestrian-detection system is part of the $2100 Technology Package, which also includes adaptive cruise control, collision warning with full automatic braking, and warnings for maintaining distance and staying in your lane. But pedestrian detection is the unique offering here. Volvo’s radar- and camera-based system can detect pedestrians in front of the car, warn the driver if anyone walks out into its path – and then automatically activate the S60’s full braking power if the driver fails to respond in time.

How does it work? The system uses a newly developed radar unit integrated into the S60’s grille, a camera fitted in front of the inside rearview mirror, and a central control unit. The radar’s task is to detect any object in front of the car and to determine the distance to it while the camera determines what type of object it is. Pedestrian Detection with Full Auto Brake can avoid a collision with a pedestrian at speeds up to 22 mph if the driver does not react in time. At higher speeds, the focus is on reducing the car’s speed as much as possible prior to the impact, to lessen its severity.

In a test that Volvo set up for us during our first drive of the S60 in Portugal, we drove at about 15-20 mph toward a stationary dummy, to mimic low-speed driving in a crowded urban area. “Just keep driving steadily toward the dummy,” advised Tomas Andersson, senior manager for active safety electronics at Volvo. We did as we were instructed, and as we got closer to the dummy, the S60 sounded an urgent tone and flashed lights at us. Just as it seemed that the dummy’s days were over, the car took the reins from us and slammed on the brakes. The S60 stopped in its tracks, the dummy’s life was saved, and we were impressed. The radar’s field of view is about 60 degrees, but the camera’s field of view is only about 45 degrees, “so the limiting factor is the camera,” explains Andersson. “We need redundancy to perform this kind of harsh maneuver.” Meaning, both the camera and the radar must recognize the presence of a pedestrian at the same time, communicate this information with each other, and then take action by applying the brakes. The pedestrian-detection works up to 80 kph (50 mph) but does not work at night or in other low-light conditions.

The pedestrian-detection system is a follow-up to Volvo’s existing collision-avoidance systems, including City Safe, standard on the new S60, which automatically brakes the car if the driver fails to do so when approaching another vehicle from behind.

Volvo also offers its blind-spot detection system as a $700 stand-alone option. Curtain air bags, seatbelt pretensioners, whiplash protection, and all the other safety systems we’ve come to expect from Volvo are also in play here.

At launch, standard six-cylinder and all-wheel drive. The 2011 Volvo S60 arrives in the United States with only one powertrain initially, but it’s a good one: a turbocharged, 3.0-liter in-line six-cylinder producing 300 hp and 325 lb-ft of torque and mated to a six-speed automatic transmission. All-wheel drive is standard.

“We will introduce a less expensive volume engine as well,” says Volvo Cars of North America brand manager Frank Vacca, “and it will be mated to standard front-wheel drive.” Vacca won’t confirm, but it’s very likely that this second engine, which comes on-stream in the first quarter of 2011, will be the 203-hp turbocharged direct-injection 2.0-liter four-cylinder that Volvo is offering in the S60 in Europe from launch. It likely will be mated to a dual-clutch automatic transmission. For now, Vacca likes to point out that, with 325 lb-ft, the S60 has as much torque as the 4.4-liter V-8 in the XC90 SUV.

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2011 BMW 535i

The sixth-generation of BMW's venerable 5-series is here, and there's more going on than meets the eye. Yes, the styling is all new-and certainly improved-the sheetmetal stretched over a 3.2-inch longer wheelbase. Under the skin, there's been a switch from a damper-strut front suspension to double wishbones, the power steering assist is electric rather than hydraulic, and the 5 uses four-wheel steering for the first time. So we'll have lots to think about as we pilot our new 535i during the next twelve months.

Powering the 535i is a turbocharged inline six, which trades the previous version's two turbochargers for a single, twin-scroll unit. Output, at 300 hp and 300 lb-ft of torque, is the same, although fuel economy is said to improve. The 535i is the middle child in the new 5-series lineup, sitting above the 528i (240-hp 3.0-liter six, $45,425 starting price), and below the 550i (400-hp 4.4-liter twin-turbo V-8, $60,575 starting price). The 535i and the 550i offer the option of a six-speed manual (in place of the eight-speed automatic).

Our car came very well equipped with the Dynamic Handling Package (adaptive dampers, active roll stabilization, and adaptive drive); Sport Package (19-inch wheels, multi-contour seats, special trim, and the all-important 150-mph speed limiter); Driver Assistance Package (lane departure warning, blind spot warning, park assist, and automatic high beams); Convenience Package (keyless ignition and soft-close doors); Premium Package (leather, and some minor items); and navigation, among other things. The long list pushes the base price of $50,475 to $65,425-well into 550i territory. For all that, we didn't get heated seats or satellite radio, which we might miss as time goes on.

In fact, there was quite a bit more we could have added-night vision, active steering, active cruise control, rear-seat DVD, active seats. 5-series buyers like to lard their cars with options, which helps make BMW's second most popular model (after the 3-series) the source of 50 percent of the company's profits. So the 5-series is a very important car for BMW.

We dispatched copy editor Rusty Blackwell to a BMW launch event in New Jersey to pick up our 535i. He reports:

"I took delivery of our 4S 535i at New Jersey Motorsports Park, at the conclusion of a BMW media event. After filling the tank, I set off on the 638-mile journey to my house. About ten-and-a-half hours later, I arrived home in Michigan, where the 5-series' trip computer reported that I'd averaged 29.9 mpg and 69.3 mph. Not too shabby, although my calculated average mileage (after my next morning's 24-mile commute) was 28.9 mpg. Either way, that's pretty good for a mid-size luxury car, especially since we primarily cruised at 8 to 14 mph over the speed limit and had to combat some heavy rain around Pittsburgh.

"I'm really glad that our long-termer has navigation, but I longed for satellite radio. Fortunately, the iPod integration is impeccable and you can easily surf through your tunes via the iDrive controller. I was also quite happy that our car came without BMW's annoying active cruise control, which lacks the ability to operate in old-fashioned, standard-cruise-control mode.

"Despite some wind noise on the highway and a blind-spot-detection system that showed a fail message on one occasion, our new blue 5-series offered smooth sailing as I set my personal best for miles driven in a single day. I'm already eyeing our 535i for future road trips."

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2011 Porsche Cayenne Turbo

Eight years ago, when the first Cayenne was introduced, the concern among the sports car community was whether an SUV should wear the prestigious Porsche badge, whereas Porsche's main concerns seemed to be making sure the Cayenne had Porsche-like performance and real off-road capability. Today, we've either accepted or become inured to the idea of a Porsche SUV, and Porsche's focus for the Cayenne also has changed. Its buyers don't care about off-roading, so for the second-generation Cayenne, Porsche's aim was to improve efficiency while enhancing performance.

Thus, the two recently added powertrain offerings are a diesel (unfortunately not coming to the U.S. market) and a hybrid. The latter combines Audi's supercharged 333-hp V-6 with a 46-hp electric motor. The base six is, once again, the Volkswagen Group's 3.6-liter narrow-angle V-6, which now produces 300 hp with a claimed twenty percent improvement in fuel efficiency. That would put the Cayenne's combined economy rating at 19 mpg, although no EPA figures are available yet. The V-8s, both normally aspirated and turbocharged, provide a 23 percent increase in fuel economy thanks to a new eight-speed automatic transmission and substantial weight savings. The Cayenne S now delivers 400 hp (up from 385 hp) and 369 lb-ft of torque - enough, Porsche says, to beam itself from 0 to 60 mph in 5.6 seconds and on to a maximum speed of 160 mph.

We drove the top-of-the-line Cayenne Turbo. Its 4.8-liter V-8 is rated at 500 hp and 516 lb-ft, and according to Porsche, it can propel the Cayenne to 60 mph in 4.4 seconds and on to a top speed of 173 mph. In theory, the Turbo will average 17 mpg, but in reality, our hard-driven test car barely achieved 10 mpg.

Compared with the old Cayenne Turbo, which felt like a fast castle on wheels, the new model is more lithe at speed and less ponderous through corners. The front end of the Cayenne is still as big as a small country mansion, but the vehicle has lost 408 pounds. It now weighs in at 4784 pounds, which about matches a Buick Enclave. Redline for the 500-hp twin-turbo engine comes at 6700 rpm with peak torque on tap from 2250 to 4500 rpm, so you have 516 lb-ft of punch where and when you need it most. The new eight-speed automatic transmission is supplied by Aisin and offers a slightly wider ratio spread (7.1:1) than the ZF box being used by BMW and Audi. Seventh and eighth are long-legged overdrive ratios that drop the revs dramatically at interstate speeds. Also new is the start/stop system, which automatically cuts the engine when the vehicle is stationary and your foot is on the brake. Other green items are a more efficient engine and transmission cooling circuit and a brake-energy regeneration system. Last but not least, the new Cayenne is equipped with an on-demand four-wheel-drive system that supplies power only to the rear wheels unless the electronics call upon the multidisc wet clutch to add some front-wheel traction.

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2011 Honda CR-Z

Is the 2011 Honda CR-Z a new CRX? Well, the CRX's influence is not only obvious in the CR-Z's name (which stands for Compact Renaissance Zero) but also in its truncated tail and horizontally split rear window. The triangular taillights bear a strong family resemblance to Honda's current (and pretty dorky) Insight, but the CR-Z is lower, wider, and certainly cooler. The upswept character lines and D-pillar suggest motion even when the car is parked, but the long front overhang can't mask this car's economy-car roots. After all, the CR-Z shares its basic architecture with the Fit and the Insight, but it rides on a wheelbase that is considerably shorter. The CR-Z is an inch shorter overall than the Fit but is almost two inches wider and more than five inches lower. Surprisingly, headroom is generous, since the sport seats are mounted low.

"Futuristic Busy" Cabin
Inside, the CR-Z is best described as "futuristic busy," with a multicontoured dashboard that has more angles and textures-and storage binnacles-than all four generations of CRX and Insight put together. Secondary controls are located in symmetrical pods on either side of Honda's smallest steering wheel, which, on top-trim EX models, is wrapped in blue-stitched black leather and freckled with enough buttons to control a spaceship.

The gauge cluster has numerous charts and displays dealing with fuel economy, but center stage is given to an oversize tachometer. Bedazzled with loads of three-dimensional elements, it has a blacked-out circle at its center that hides an LCD speed readout. A ring around that speedometer changes color-it's red when the CR-Z is in Sport Mode and alternates between green and blue in "Normal" and "Eco" modes, depending on how aggressively the car is being driven. The cluster is highly legible, but it's for the enjoyment of the driver only, as it's recessed so deeply into a circular binnacle that the passenger can't see it.

Room for two
That's right, like both the CRX and the first-generation Insight, the CR-Z is strictly a two-seater. In the space where the back seats would be (and they're optional in some markets) there are two deep plastic binnacles that seem purposely built to make sitting back there excruciating-probably a good thing, since there are no seatbelts. In place of what would otherwise be a seatback is a plastic cargo separator that folds forward to create a flat load floor. Inserting cargo is best done through the hatch, as the front seats don't return to their previous position after being folded forward for access to the rear-a surprising oversight from a normally very detail-oriented automaker.

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2010 Audi S4

Right car, wrong timing? At a glance, it would seem that way. The new Audi S4 arrives in the midst of a global economic slump. It was unveiled in October at the Paris show, where hybrids and electric vehicles stole the limelight, and it unashamedly advertises the motto Vorsprung durch Technik (Advancement through Technology) when everybody is talking low emissions and high mileage. Look closer, though, and the new S4 emerges as a surprisingly sensible proposition. It is expected to cost about the same as the car it replaces and it bristles with torque, yet it should deliver about 24 mpg overall (EPA figures haven't yet been released). At the same time, it's a tour de force that employs trick steering, chassis, and driveline setups to beam you from point A to point B quicker than some of its rivals.

But who, exactly, are these rivals? Audi identifies them as the BMW M3 and the Mercedes-Benz C63 AMG, but the 333-hp S4 falls between BMW's 300-hp 335i and the 414-hp M3. It also falls between the 268-hp Mercedes C350 and the 451-hp C63. The upcoming RS4 sedan and RS5 coupe, which both should get about 450 hp and 330 lb-ft of torque from Audi's 4.2-liter V-8, likely will arrive in 2010. For now, though, the highest-performance version of the new A4 is the S4. It won't go on sale in America until fall 2009 as a 2010 model and then only in sedan form: farewell, ultra-low-volume S4 wagon and convertible.

A comparison of the basic engine specs of the old S4 and the new car does not bode well: only six cylinders instead of eight, 3.0 liters of displacement instead of 4.2 liters, 333 hp instead of 340 hp. Are we getting shortchanged here? We are not. Maximum torque, that crucial parameter for drivability, increases from 302 to 325 lb-ft, and it is now available between 2900 and 5300 rpm rather than peaking at 3500 rpm. And although the curb weight is about the same, Audi claims that the new S4 surges from 0 to 60 mph in 5.1 seconds, outsprinting the old S4 by about half a second.

While most supercharged engines develop their sweet spot between 3500 and 5000 rpm, the direct-injected 3.0-liter V-6 shoots fireworks all the way to its 7000-rpm redline. It thus combines the low-end torque of a force-fed engine with the top-end energy of a high-revving, normally aspirated one. The result? Enough power to rocket the S4 from 50 to 75 mph in only about 4.5 seconds in fourth gear, says Audi.

The seven-speed version of Audi's dual-clutch S tronic transmission, which makes its U.S. debut in the S4, is definitely the gearbox to go for, although a six-speed manual is standard. The main advantage of the dual-clutch arrangement is, of course, the totally seamless torque delivery, which helps maintain momentum during gearchanges. In auto mode, the system can be outfoxed by certain borderline situations, such as aborted overtaking maneuvers or a sudden shift of driving style, but the chips learn fast, and the fluency of the S tronic never ceases to amaze.

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2010 Acura TL SH-AWD 6MT

At first glance, East Liberty is one of those sleepy Midwestern towns you find in every county from Columbus to Kankakee. Then, on the outskirts of town, you round a corner and come face-to-face with an eighteen-wheeler cranking across an enormous banked oval. Welcome to the Honda-owned, 4500-acre Transportation Research Center.

Acura invited us to the TRC for a track-only drive of its 2010 TL SH-AWD 6MT prototype. The "6MT" bit is the interesting part - it stands for "six-speed manual transmission," and the SH-AWD acronym represents Acura's Super Handling All-Wheel Drive. Like other SH-AWD models, the TL SH-AWD currently isn't offered with a manual, but Acura engineers claim that the transmission swap transforms the car. Surprisingly, they're right.

The manual TL SH-AWD benefits from the same 305-hp V-6 and balanced weight distribution that its automatic sister does, but its biggest advantage lies in its chassis. What was a slightly lazy sedan has morphed into a drift-happy, throttle-adjustable track hound. Steering remains a little light and vague, and clutch takeup is slightly spongy, but overall, the manual version of the hottest TL feels like a much sharper beast. Part of the about-face can be attributed to minor chassis surgery - everything from front suspension tuning (softer) to engine mountings (stiffer) was tweaked to accommodate the new gearbox's lighter weight - but most of it is simple physics. With the automatic TL's mushy torque converter and slushbox deep-sixed, the Super Handling system is remarkably undiluted. The system's biggest asset, its Mitsubishi Lancer Evolution-like active rear differential, now responds to throttle changes in a heartbeat, allowing you to catapult the TL from low-speed corners with ease. Where a BMW 335i xDrive or an automatic-equipped TL SH-AWD fall off into understeer, the manual TL simply stays wonderfully neutral. And while the complete package is a whole year off, if you have a functional left leg, it's more than worth the wait.

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2009 Ferrari 612 Scaglietti

Ferrari's oldest current model, the 612 Scaglietti, is also its least desirable, if marketplace demand is any measure. While the F430 and the 599GTB Fiorano enjoy lengthy waiting lists, Ferrari's flagship can occasionally be bought right off the showroom floor. Does that make it a bad car? Of course not - the least desirable Ferrari is, after all, still a Ferrari.

The problem is that the 612's elegant, reserved demeanor is decidedly at odds with the outrageousness that we've come to expect from Maranello. The entry-level F430's adolescent break-dance handling and ghetto-blaster V-8 encourage 8500-rpm upshifts and tire-smoke-drenched hole-shots. That kind of bad behavior seems juvenile in the polished Scaglietti, which feels best when it's cruising gently around town. Its V-12 is quiet inside the cabin, the ride is plush, and the steering is light, offering far less feedback than you'd expect. The interior is flawlessly finished, with beautiful leather on every surface.

But then you accidentally turn the manettino to Sport mode, and the 612's automated-manual transmission cracks off a neck-snapping, 100-millisecond, full-throttle shift. Maybe that's why the Ferrari key fob, which seems totally out of place in this understated coupe, remains arrest-me red. The 612 may be polished, smooth, and refined, but it can still dance the Ferrari dance when the road turns curvy.

Ferrari has made some subtle changes to the Scaglietti for its fifth model year, and one not-so-subtle change to the price. The cheapest 612 you can now buy retails for an almost incomprehensible $318,538. Last year, you could drive out of a dealership in a 612 for roughly $55,000 less. So what do you get for your extra money?

First of all, an updated SuperFast version of Ferrari's F1 automated-manual gearbox is now standard, complete with the aforementioned manettino. A manual transmission is no longer available. If you force it to, the updated 612 will haul its 4100-pound self to 62 mph 0.2 second sooner than before, in four seconds flat. The big coupe keeps accelerating to 199 mph, and it's that figure that is likely more impressive to potential 612 customers.

The updated Scaglietti also receives a Bose infotainment and navigation system and a glass panoramic roof. A center-console-mounted, three-position switch commands electrochromatic elements in the glass to help block the sun's rays and keep the interior cooler on warm days.

And if the sticker price still isn't steep enough, you can make use of Ferrari's new One-to-One program, which allows you to customize your car to your own tastes. Here's how I'd personalize my fleet: I'd buy an F430 for when I needed only two seats, a Maserati Quattroporte for when I needed four, and a diesel VW Jetta wagon for everyday use. And my three cars would still cost the same as one 612 Scaglietti.

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2009 Pontiac G8 V-6

Pontiac's G8 sedan has been getting a lot of love from the automotive press, especially when you consider that it's a rebadged version of a car that's been in production since 2006. But most of the hype surrounding the Adelaide-made G8 has focused on the V-8-powered GT model. Indeed, that attention bias has been validated by the fact that three in five G8 buyers opt for the gutsier version. After all, what better way to enjoy a solid rear-wheel-drive platform than with a powerful eight-cylinder at the beck and call of your right foot?

Going into 2009 another V-8 will attempt to steal the spotlight, this time in the new GXP model packing a 402-hp 6.2-liter small block. In the interest of going against the automotive grain, we took a base G8 for a spin to see how it stacks up against other big V-6 sedans. Boring? We'll see.

If looks could thrill

Pontiac has done very little to visually differentiate the three G8 trim levels, so buyers of the six-cylinder G8 will happily note that their cars have most of the show of the V-8-powered models, even if the 3.6-liter engine provides a good deal less go. We like the aggressive front-end treatment, although the faux ram-air hood nostrils may be a bit much, especially on the V-6 model. The car has a decidedly Pontiac, wide stance - despite the fact that it started life as a Holden - and looks the part of a muscle sedan. The V-6 model loses the GT's odd, chrome-accented door handles in favor of body-color pieces that we think look better. Both the V-6 and the GT get the same standard 18-inch wheels, though the base car's have black center caps that cheapen the look. (Nineteen-inch wheels are optional on the GT and standard on the new-for-2009 GXP.) A different taillight design, a dual- instead quad-outlet exhaust, and the lack of a GT badge are clues at the rear that you're looking at a V-6 G8.

resource : car

2010 Chevrolet Camaro 2LT Coupe

Bob Lutz has hinted that this Camaro, with its high-output, high-tech V-6, represents the future of performance at General Motors. Having now sampled one, I can say that this future is not as depressing as I'd feared.

With a V-6, automatic, and yellow paint, our car is about as girly as you can possibly make a Camaro - and it's still menacing. Sitting in its parking space it gives the impression of a mean junkyard dog straining against its chain, waiting for you to step a little closer.

Better yet, it's not bad at all to drive. The 3.6-liter V-6 can match neither the output nor the trademark sound of a small-block V-8, but it's a very good engine, and it never feels overmatched by the car's considerable heft. I'd also note that it's considerably more refined than the Nissan/Infiniti and Hyundai V-6s I've sampled of late. The six-speed automatic is likewise no slouch. Put it in sport mode, and it becomes a very quick, smart transmission, downshifting aggressively as you step on the gas or slow for a corner but never trapping you in a lower gear while you're cruising, as some "advanced" dual-clutch units are wont to do.

Inside, the Camaro has grown on me a bit. I'm starting to like that fat, weird looking steering wheel and appreciate the flair added by the four console gauges. It also appears as if some of the interior parts fit together better here than those in the SS we had earlier this summer. To be sure, there is still plenty of room for improvement inside, but I think I could more than live with its shortcomings in return for all that Camaro style.

My biggest disappointment remains in the handling department. If feels too big, too heavy, and too soft. The Mustang at least allows you to pretend you're in something nimble, thanks to its quick turn-in and relatively light weight.

What I'd love to see now from the "new" General Motors is a special, lighter weight model built around a hopped-up version of this 3.6-liter V-6 or perhaps an engine of even smaller displacement. Maybe even call it a Z28. Purists would scream, but they would do well to remember that the Z28 package started out as a lean, mean, mouse-motor-powered machine made for folks who wanted to drive through corners as well as stoplights.

On a somewhat unrelated note, I had a chance to use OnStar for directions and was again reminded what a nifty service it is. Even the priciest in dash navigation systems can't compete with the ease (and safety) of pressing one button and having a real person find your destination.

resources: car

2010 BMW X6 M

The 2010 BMW X6 M is a wild ride, but who is going to buy it? The X6, which already doesn't sell very well, offers great performance with the 400-hp V-8 in the X6 50i model, which starts at $67,475. BMW demands $89,725 for the X6 M, making it an expensive track toy.

If you're one who is looking for what is surely one of the highest-performance crossovers ever built, however, the 2010 BMW X6 M is a fine choice. Take an already fast crossover and give it the M treatment, and you end up with an extremely fast crossover, one that is capable of beating many sports cars. Despite its size, the X6 M truly is an enthusiast's car. A lot of people will likely have no idea how capable the X6 M is; to them, it will be just another crossover on the road. For those who do know the differences between an X6 M and other X6 models, like the guy in the E30-series BMW M3 who gave me thumbs up, it's definitely something to admire.

The interior of the four-passenger X6 M doesn't differ much from other X6s, either, not that this is a bad thing, since the standard X6 interior is as nice as a 7-series cabin. One noticeable difference, though, is the big, heated, M steering wheel with paddle shifters. BMW does it the right way: the right paddle is for upshifting, and the left paddle is for downshifting, which is the instinctual setup. Although the front seats look great, I found them very hard and uncomfortable after an hour at the wheel, and they don't have as much lateral support as I would expect in a vehicle with this level of cornering capability.

While I'm amazed by the acceleration, cornering, and braking performance of the X6 M, for the asking price, I'd like a little more utility out of my 5324-lb, high-riding crossover. That's why I'm looking forward to driving the X5 M, which has the same powertrain and chassis upgrades, but seats seven and has more cargo space.

sources : cars