motor car

BMW 530d SE Gran Turismo

2010-08-05T17:25:00.000-07:00

BMW’s pursuit of niches barely visible to the naked eye continues with the 5-series Gran Turismo. Based on 7-series mechanicals and sharing all its gadgets, the 5 GT is a high-roofed hatchback, with lots of space for rear passengers and their luggage. BMW says it mixes the rear legroom of a 7-series with an SUV’s more commanding seating position and additional headroom. Throw in a dash of swooping coupe roofline and the refinement and luxury of a grand tourer and you have the 5-series Gran Turismo. Or a complete dog’s dinner…?

I’m confused. This BMW 5-series GT sounds like a fancy MPV to me…

The 5 GT sales pitch is certainly complicated. Think of it as an MPV the size of Belgium, a rival to Mercedes R-class, an MPV that’s the size of Holland. The BMW is infinitely better looking though. It only has two rows of seats compared with the R-class’s three. This configuration allows for a more swooping roofline, which, coupled with shallower side glass, makes the 5 GT look a lot sexier than the van-like R-class.

The bluff front-end is very imposing. BMW suits deny it’s identical to the new 5-series’s face, ‘though there will be a family resemblance’.

Nominally the Gran Turismo is part of the 5-series family, which means a price around £5000 more than an equivalent saloon’s. The base 530d SE GT costs £40,810, some £13k cheaper than a 7-series.

Under the skin, the GT shares much with that big limousine, including a massive 3.07m-long wheelbase. The suspension design – double wishbone front end, multilink rear with self-levelling air suspension – is shared with the 7 and the next 5. As are the gadgets: adaptive damping (Dynamic Drive Control), faster Integral Active Steering with rear-wheel steering, Head Up Display, Night Vision and a myriad of safety systems.

And the engines?

The 5 GT goes on sale in the UK this October, with a choice of three engines. The 535i runs the blown 3.0-litre petrol six, but BMW has pared the previously twin-turbo unit back to a single twin-scroll turbo, while maintaining peak outputs of 306bhp and 295lb ft. The 535i GT is claimed to manage 31.7mpg and 209g/km of CO2, with a 6.3secs 0-62mph time. The other petrol engine is a 407bhp twin-turbo V8, delivering 25.2mpg, 263g/km and 0-62mph in 5.5sec. Both cars are limited to 155mph.

We drove the 530d GT, running BMW’s highly evolved 3.0-litre diesel six now producing 245bhp. Press the start button and the diesel’s thrum and subtle pulse can barely be noticed above the air-con’s roar. The engine purrs around town, then roars into life when you press the throttle, with nearly 400lb ft kicking in from just 1750rpm. It feels every bit as powerful and punchy as 0-62mph in 6.9secs suggests, although it manages 43.5mpg. That equates to 173g/km of CO2, right in the middle of the company car tax bands, despite the 530d’s top end performance.

Volvo C30 BEV electric car (2009)

2010-08-05T17:23:00.000-07:00

We've just driven Volvo's first electric car – the C30 BEV. It's a prototype for a battery C30, and shows what you can expect on sale by 2014.

Volvo calls it a rolling laboratory but for an early mule, it's impressively well finished. All four seats are present and you climb in to face a very normal looking C30. That means cramped but classy. Am I the only one who's a sucker for the largely useless but cool floating centre console?

The dials are replaced by a large speedo with a battery charge meter, while the tacho is ditched for a dial showing how much energy is coming in and out of the lithium ion battery. Volvo is working on a pair of batteries, where the fuel tank would sit and instead of a propshaft.

Our C30 BEV in fact has one up front in the engine bay, alongside the Brusa electric motor. But it feels wieldy and not too heavy, as I select Drive and pull away.

On the road in the Volvo C30 BEV

It's also bloody quiet: the C30 BEV is far more hushed than other electric cars I've driven. We immediately climb a hill and the electric Volvo accelerates easily, with the gusto of a 1.6 petrol. Our car is fully charged, however, and performance decreases as the battery depletes. Still, Volvo claims a real-world range of 70-100 miles - or 180 miles in fake Euro lab conditions.

Floor the throttle uphill (very ungreen) and there's some axle tramp from the front wheels. 'We're fixing that,' promises a Volvo EV engineer sitting alongside me.

Perhaps the most impressive aspect of the C30 BEV is the switchover from power to coasting. The regenerative braking is imperceptible, with little of the vicious braking some electric cars deliver. It makes for a smooth driving experience. And one that's naturally, eerily calm and quiet.

Volvo claims the C30 BEV weighs just 100kg more than a 1.6 diesel DRIVe, so it handles just as well as a regular hatch. And ours is nose heavier than the eventual production ones, with their batteries centrally contained in the wheelbase for near neutral 56:44 front-rear weight distribution.

Mazda 3 MPS (2009)

2010-08-05T17:21:00.000-07:00

Not that long ago, Mazda’s 3 MPS was the hot hatch king – well, with 256bhp it was the most powerful front-wheel drive hatch you could buy, if not the best to drive or look at. Now it’s back with an aggressive restyle, plus a whopping extra…sorry, old habits and all that. No, it’s back with exactly the same 256bhp and 280lb ft torque, the same 155mph top speed and the same 6.1sec 0-62mph dash.

The same power? With a Focus RS prowling the streets?

Yes indeed, but the old car always struggled to transmit its ample power to pavement, so Mazda has instead focused on finessing everything else. There’s revised power steering, sportier shocks and springs, a beefier bodyshell that ups torsional stiffness by 41%, while torque steer is better-quelled by clever electronics to modulate torque delivery, plus a limited slip diff and taller gearing.

And the looks?

Watching the old MPS whizz past was much like watching wallpaper paste dry on a wet winter Sunday – it was drab with a capital Zzz. The new car is far more eye-catching with pronounced bumpers, a chunky rear spoiler and sideskirts plus an Impreza-style bonnet scoop. In fact, it looks quite a lot like an Impreza – elegantly brutal from some angles, plain old gawky from others.

How does it drive?

The 2.3-litre turbo four is tractable from very low revs, but the real thrust is delayed to 2600rpm, at which point you get a proper kick in the back. Post-5000rpm it’s a little breathless, but generally the ratios are well judged to land you back in the powerband.

The ride’s firm and road noise is high (but both are better than the Civic Type R), the brakes are strong, the steering accurate and light.

BMW X1 xDrive20d (2009)

2010-08-05T17:16:00.000-07:00

The new BMW X1 is the German car giant’s fourth addition to its 4x4 range, so although the original X5 might have been beaten to market by Mercedes’ M-class, since then the company has always been one SUV step ahead of its homeland rivals. The X3 was launched in 2004, but Mercedes and Audi have only recently launched the GLK and Q5, and as yet there’s no sign (and perhaps there never will be) of either producing a rival for the oddball X6.

Now BMW has the new X1, a compact SUV that won’t have a direct premium adversary until the new Range Rover LRX and Audi Q3 are launched in 2011. CAR has just driven the new BMW X1, so read on for our full verdict on this baby BMW 4x4.

I presume the BMW X1 has the usual array of four- and six-cylinder petrol and diesel engines?

Not in the UK. BMW customers throughout the rest of the world can pick petrol power – there’s a choice of unleaded-supping 2.0-litre four-pot or a 3.0-litre straight-six – but only diesel engines will be available here in Blighty.

There are three variants on other, all 2.0-litre lumps, but various tweaks and a different number of turbochargers spirit up different power outputs. The range starts with the single-turbo 141bhp/236lb ft 18d, a more powerful 20d variant offers 174bhp and 258lb ft, and the top-dog twin-turbo 23d engine – previously the reserve of the sportier 1-series – has 201bhp and a fulsome 295lb ft.

Just diesel power for the new X1? I suppose you’ll tell me next that you can have this 4x4 with rear-wheel drive?

Yes, we will. The 18d and 20d come as standard in sDrive guise, BMW-speak for rear-wheel drive. Four-wheel drive (xDrive) costs £1280 more on the former, £1305 on the latter, and on both adds several tenths to the 0-62mph times, 14g/km to the CO2 figures and worsens the official figures by nearly 5mpg. The 23d comes as standard with four-wheel drive.

Kia Sportage 2.0 CRDi First Edition (2010)

2010-08-04T12:57:00.000-07:00

The new 2010 Sportage is the first fully modern Kia, we reckon. The first styled wholly under chief designer Peter Schreyer (he of Audi fame), who's only now making his influence felt after four years in charge of styling the Korean cars.

So take note of this new Kia Sportage. It's the most comprehensive look yet at the new face of Kia. Tiger-snout grille? Check. Crisp, almost Germanic surfaces? Yep. Complex headlamp graphics, Audi-esque LED day running light ticks and chrome tinsel to move Kia gently upmarket? Those too.

The new Sportage launches in the UK with the range-topping 2.0 CRDi First Edition, available only as this well equipped £20,777 diesel 4wd. Joining the range in November 2010 will be a 1.6 petrol and a smaller, 1.7-litre diesel - both available with front-wheel drive.

So what's the new 2010 Kia Sportage aimed at?

Think Nissan Qashqai. This is Crossover Central, a market that's leapt to a fulsome 8% of the total UK retail market worth 130,000 sales a year. There's much respect at Kia for the Qashqai's market saturation and they aim to repeat its rich mix of engines and transmission options. No +2 version though. In the fullness of time expect a downsized petrol turbo Sportage and even a hybrid option.

For now, we're stuck with the 2.0-litre diesel in 4wd guise. It's loaded with kit. The only option is an auto transmission (we're testing the manual), but this First Edition comes with leather, climate control, reversing camera and Kia's new market-leading seven-year/100,000-mile warranty.

Ford Fusion Hybrid (2010)

2010-08-04T12:55:00.000-07:00

Before we get too confused, I’d like to make just one thing clear: we’re not talking about the UK Ford Fusion here – the Fiesta on stilts that’s driven only by OAPs. No, this is the US Ford Fusion, the large four-door saloon, and we’re testing it in hybrid guise.

Shouldn’t it look a bit more, well, futuristic?

Admittedly the Toyota Prius’s styling feels more radical and perhaps more in keeping with the cutting-edge tech within, but then looking ordinary is probably part of the point here: the Fusion isn’t attempting to attract early adopters, it’s trying to convince traditional families that a hybrid can work for them, too. Still, it does look a bit plain, like a 1990s Aussie Ford Falcon with a Saab-like mask grafted to the front.

What’s it like inside?

It’s very comfortable (especially with our car’s optional leather seats) and spacious both in the front and the back, and most of the plastics have that feel-good squish, not the unyieldingly brittle surfaces we’ve previously experienced in Ford’s US products.

Shame that the auto gearstick moves from P to D with such a cheap-feeling snick, and that the hybrid system cripples the boot: it’s already disappointingly small, then you realise that the hybrid system’s sandwiched up against the rear seats, so you can’t drop them – we failed to get a medium-sized adult mountain bike in there, and we removed both its wheels and seat!

How does it drive?

Very well. It’s amazing, actually, how different the Fusion feels compared with UK Fords. The DNA is just completely unrelated, yet, just as our Fords work brilliantly on our roads, so this Ford works brilliantly in the US. The Fusion is more of a relaxed, Merc-like experience than its sporty-but-supple Brit cousins. The steering is nicely weighted and progressive if slow, the chassis very supple if a tad rolly, the responses of the throttle and brake pedals somewhat sleepy. But in California’s 25mph zones and on the lazy rolls and coarse surfaces of its freeways it is perfectly judged.

Is the hybrid bit any good?

Yes, it’s excellent. You can sit at a standstill with the air con and stereo blasting and the engine will remain resolutely inactive – take note, Prius. Better, it will trickle through stop/start traffic in electric power too, though we never came close to managing the claimed 47mph on battery alone. All in, we averaged 39.5mpg – not bad for a 5-series-sized saloon with 156bhp, or 191bhp with the electric motor included. Pleasingly, it also came close to matching Ford’s own claims: our 32.9 US mpg not being too far away from the 41/36mpg city/highway rating.

VW Touareg 3.0 Hybrid (2010)

2010-08-04T12:54:00.000-07:00

When the original Mk1 VW Touareg was released in 2002, CAR Magazine drove it across North Africa and even let the real Tuareg tribespeople have a go in it across the Sahara. Now our own Georg Kacher has had a go in the latest hybrid version.

4x4=bad, but hybrid 4x4=good?

This is the first VW to use the same hybrid technology as the Porsche Cayenne. The big VW has the same Audi-sourced 3.0-litre supercharged petrol V6 from the S4, supplemented by a 46bhp electric motor.

The parallel system allows the usual hybrid party piece of two miles of silent wafting up to 30mph, but also works at high speed, decoupling the petrol engine under a trailing throttle at speeds of up to 100mph. This clever tech silences the usual hyrbid critics, who often gloat that most hybrid systems are useless during motorway cruises.

VW Touareg Hybrid: the new oily bits

The new Touareg is more than just a cosmetic facelift. Underneath, 47kg has been saved from the suspension largely through substituting aluminium for the previous car's steel. Further changes include wider front and rear tracks and 72 extra litres in the boot. The cabin has also been stretched, updated and redesigned, creating a more functional, better equipped place to sit.

On the road, VW's engineers have provided us with a car that is almost unrecognisable compared with the last model. Body roll is minimal, with pitch and yaw all but eliminated due to chunkier anti-roll bars. Equally, early understeer and brake dive have been culled. Steering is still on the light side, but is more direct and easier to moderate than the previous generation.

Yet the system is far from perfect; the eight-speed auto can be hesitant and jerky, with the brakes feeling artificial and spongy when trying to combine both mechanical and regenerative deceleration. The fundamental switch between electric and petrol motors can on occasion prove jerky.

Infiniti M35 Hybrid (2011)

2010-08-04T12:48:00.000-07:00

This is the Infiniti M35 Hybrid, the company’s first hybrid offering. CAR has just been behind the wheel in Japan, and not only has the stint allowed us to test the electrified powertrain, but it’s also our first chance to assess the chances of Infiniti’s new 5-series/E-class/A6 rival.

The new M Line is on sale in America and the UK now with a 3.7-litre V6 engine, but a big saloon/big petrol engine is far from the perfect combination for this side of the Atlantic. Instead the hybrid M (available in early 2011) and a 3.0-litre diesel M (on sale in October 2010) will make up the majority of the Euro sales, 35% and 45% respectively.

Read on for CAR’s first drive review of the new Infiniti M35 Hybrid.

Tell us about the hybrid system in this new Infiniti M35 Hybrid…

Bar forthcoming electric/diesel combinations from PSA and Mercedes, every other hybrid mates a petrol powertrain to an electric module, and the Infiniti M35 Hybrid is no different. The set-up utilises Infiniti’s older 3.5-litre V6, doing without the newer 3.7’s variable valve VVEL system that boosts low-down torque because the electric motor takes that job.

The electric motor itself offers up 68bhp and 199lb ft, and with lithium-ion batteries (with a 1.3kWh capacity) allows the M35 Hybrid to cover around 2km in pure EV mode. It can also run solely using the electric motor at speeds up to around 50mph, or 80mph if you’re going downhill with a decent bit of wind behind you. The motor sits between two clutches, one dry clutch that decouples the engine to reduce mechanical loses, and a second wet clutch that’s used to modulate torque fluctuations when the petrol engine restarts on the move.

Jaguar XKR 75 (2010)

2010-08-04T12:46:00.000-07:00

The Jaguar XK120 was so-called because it did 120mph, the XJ220 because it did 220mph. And this is the XKR 75...

So it must do 75mph! Some kind of economy special is it?

We’ll have you know that this is the fastest Jaguar since the XJ220. Instead of the usual 155mph limiter, this one can run on to 174mph before the electronics call time. Without them its top speed would be knocking on the door of 200mph.

What’s the 75 bit all about then? MPG? CO2 output? Forget the eco car thing. It’s called 75 because it celebrates 75 years of Jaguar, and because only 75 will be built.

So what’s special about the Jaguar XKR 75?

It’s the XKR that Jag’s chassis supreme, Mike Cross, would build for himself. So he did. Fist as a hideous green one-off for the 2009 Goodwood Festival of Speed, and now this limited production road car, which actually made its debut at the 2010 festival. It gets stronger suspension uprights for tighter camber control, stiffer springs (28% front, 32% rear), recalibrated adaptive dampers and slightly wider wheels (up half an inch at the front, 1in at the rear), the back rims wearing 10mm wider rubber too.

The front and rear spoilers are the same as those available on other XKRs equipped with the optional cosmetic Speed Pack, but the deeper side sills are unique to the 75. Every car will come in Stratus Grey, but the silver wheelarch eyebrows are optional.

Any engine changes?

A new exhaust unleashes a mightier roar, hinting at the extra engine power under the bonnet. When Jag introduced the new 5.0-litre engines last year, the supercharged version actually had to be slightly detuned to preserve the transmission. But the XKR 75 gets an improved torque converter, which means the engine is allowed to deliver the full 523bhp, up from 503bhp in lesser Jags.

Interesting, but I was expecting an XK GT3 RS. This doesn’t sound radically different from the ordinary XKR. Is that how it feels?

Don’t be duped by the modest tweaks – on the road, this XKR is a very different animal. Here is a car that looks like a demure GT but is actually better balanced, more exploitable and just plain more fun than some supercars costing twice as much. Whether you want to get from point to point as quickly, neatly and safely as possible or play hooligan and make the active rear diff earn its crust, this Jag can do it all. The ride is still excellent, the steering loaded with delicate messages and the body control much tighter. Its character isn’t a million miles from that of a regular XKR, it’s just massively better to drive in every way.

And the extra performance is just as noticeable. Jaguar says the 0-60mph sprint takes just 4.4sec, down 0.2sec, but on the road this Jag feels even faster than that. This car was made for those dicey four-car single-carriageway overtaking manoeuvres. Except in the 75, they’re not dicey at all.

The supercharged V8 delivers 483lb ft of torque and spreads it over such a broad rev range that you really have to make a concerted effort to get past the mid-range wallop and explore the top-end performance. There’s a real V8 growl too. Step out of a supercharged XFR saloon and into the 75, and you’d never believe that both were powered by (essentially) the same engine.

Volvo C30 1.6 DRIVe (2010)

2010-08-04T12:31:00.000-07:00

Noticed a couple of things this week with my C30: firstly the radio and cruise control buttons on the steering wheel tend to heat up on long journeys. A strange thing to notice, but my hands are definitely warming up when resting my hands at the quarter to three position.

Come winter time this actually might be quite handy. The steering wheel itself isn’t heated, but as someone who suffers in the winter with cold hands on a permanent basis, this could prove useful to me. Has anyone else noticed this on their C30s? Do click ‘Add comment’ below and let me know I don’t have a rogue Volvo or dodgy thermostat!

Secondly I realised how much I rely on the automatic key sensor function. I drove the Kia Sportage this week and was made to rustle through my bag to find the key whilst juggling my laptop, handbag, gym kit and shopping. Made me realise how dependent I’d become on keyless entry.

The Volvo’s system is brilliant. With keyless entry and go, it’s a simple matter of balancing everything on one arm while I open the door, jumping in and starting up – all with the key in my pocket. Very handy.

2010-07-14T14:39:00.000-07:00

Porsche 911 Turbo Cabriolet

Hmm. A straight set of four stars. Like getting all Bs in your GCSEs. You sure? You’re saying the Porsche 911 Turbo Cabriolet is a good all-rounder, a Mr Safe-Hands, rather than at the edgy end of party-in-the-pants brilliance? Well, not quite. But read on.

Really? The new Porsche 911 Turbo Cabriolet only gets four stars for performance? 0-62mph in 3.7sec not cutting it?

Now, we’re not saying this Porsche isn’t slow. Far from it. It is exactly as fast as that figure suggests, with the kind of instant thrust on tap in any gear that can recalibrate your senses. It’s just that there isn’t quite the drama to go with it that you might expect from driving a 911 Turbo, soft-top or not.

It pulls extremely hard against each of its six long ratios, and will have you on the wrong side of illegality in a flash. Fine for unrestricted autobahns, but not quite what you’d call fun on crowded British roads, where much slower cars will put a wider smile on your face for more of the time.

So will other 911s, in fact. If you want to enjoy driving quickly as a visceral sensation as much as for the time saved between one point and another, go for a 911 Carrera.

Four stars for handling too? Go on, then...

Well, it’s a bit like with the performance. Somehow, the Turbo Cabriolet feels a bit fettered, a bit anaesthetised, rather lacking in sensitivity. We can probably blame the four-wheel drive system, which corrupts the sensations from the front tyres – and the relationship those tyres have with the road – by putting power through them. The result is that it feels much more like an executive express than an ultimate sports car.

Still, you can go round corners extremely quickly, marvelling at the amount of grip on offer and wondering exactly how you got to here, from there, so quickly and with so little drama. But isn’t a little drama the whole point of driving a 911? Yet again, you’ll have more actual fun in a Carrera, no matter what the performance figures say.

2010-07-14T14:30:00.000-07:00

Alfa Romeo Giulietta 1.4 TB 170

Alfa Romeo is launching the new 2010 Giulietta to replace its 147 in the heartland mid-sized hatch. So the new Alfa Giulietta faces up to some pretty competent machinery, such as the VW Golf, Ford Focus and Vauxhall Astra.

What’s going on? I thought Alfas were meant to look great and be terrible to drive. Let’s hope this one drives better than it looks...

We assume you’re talking about the Giulietta's less than beautiful face on this new C-segment fighter. Granted, it’s bland and formless after the chiselled muscularity of the old 147, but we’ve got modern pedestrian crash legislation to thank for that. The Giulietta's snout is a grower anyway and the rest of the shape makes up for it. The chunky hind quarters mean you need to move up from the basic 16in rims but the rear three-quarter view is swoopingly fantastic to these eyes.

The new 2010 Giulietta looks much bigger than the old 147

It is, but that’s because Alfa has replaced the 147 with two cars: the smaller three-door Mito and the five-door-only Giulietta.

The big hatch is fractionally bigger than a Golf with a generous 350-litre boot and a back seat that doesn’t quite offer best in class accommodation (the squab is too low and kneeroom only average) but is at least competitive.

So what’s underneath the new Giulietta? A Fiat Bravo chassis? Hardly going to battle for top honours with that arsenal!

That’s why Alfa left it in the parts bin, instead developing an all-new lightweight steel platform that will underpin the next wave of Alfa Romeos – plus the next Fiat Bravo. Using high-strength steel means the finished car weighs 1365kg, little more than the smaller 147 and much less than Vauxhall’s porky Astra. It bodes well...

But is the Giulietta any good?

Oh yes. For a start the Giullietta rides with a suppleness that’s been sorely lacking in recent Alfas, even on our optioned-out test car with its sportier dampers and 17in wheels. It steers crisply too thanks to a new fully electric twin pinion steering rack whose motor is mounted away from the steering column to minimise artificial sensations through the rim.

With just 2.2 turns between the stops it’s fast but never nervous around the straight ahead and with a realistic build-up of weight as the cornering speeds rise. And they really can rise: the Q2 electronic differential standard on every single model provides a staggering amount of traction, even on rain-drenched tarmac and the body control on our sport-equipped car was good.

2010-07-14T13:46:00.000-07:00

Vauxhall Meriva 1.4T SE

The last Vauxhall Meriva was a charmless, if effective, little box. The new one looks great, but is there more substance to it than those rear suicide doors?

Is this the first mini MPV that you’re not embarrassed to be seen in?

Could well be. We thought that Kia’s Venga (or at least the show car that previewed it) was pretty stylish, but the new Meriva beats it hollow. Most of the GM family styling cues are present - expensive-looking chrome grille, side blade cut into the flanks.

But the Meriva has its own identity thanks to that crooked window line that adds drama and allows kids to see out. The cabin features a really low dashboard to make it feel airy and the material quality is excellent.

This is an MPV though – is the new 2010 Meriva useful enough?

Well it’s much bigger than the old Meriva for a start (246mm longer; although only 15mm in wheelbase). Despite being based on the Corsa supermini, the Meriva is actually only slightly smaller than a Renault Scenic, and it’s cars of that class that Vauxhall would rather you compare it to. There are still only room for five – no point in cannibalising Zafira sales.

The rear seat can be configured as a conventional three-person bench that can be slid backwards or forwards to alter the boot:cabin ratio. Or you can fold the central seat down and push the outer chairs inwards, giving more head and shoulder room when only carrying two.

The back seats fold pretty much flat into the floor for carrying big loads and if you’re prepared to stack to the roof there’s 1500 litres of room at your disposal. All of this folding and sliding is very straightforward.

You can tell that Vauxhall really researched what families need when designing this car – the door bins swallow large bottles of water and because every car has an electric handbrake, there’s loads of storage space in the central tunnel where Vauxhall has installed the ‘Flexrail’, a two-tier storage system running on tracks.

2010-07-14T13:35:00.000-07:00

Lotus Elise

You’ll struggle to spot the difference, but this is the third-generation 2010-spec Lotus Elise. The basic chassis, brakes and dimensions remain unchanged, but the styling is subtly tweaked (the headlights are the stand-out change, but many of the panels are gently finessed) and the base model now has a 1.6-litre Toyota-sourced engine located amidships and a six-speed gearbox to replace the last generation1.8-litre that hooked up to a five-speeder.

Performance of the 2010 Elise is similar, but the price goes up by £900 and the S drops off the base model’s name – it’s just a Lotus Elise these days. Does what it says on the tin.

More money for a basic, smaller-engined Elise? Boo!

Don’t worry, the R model that sits above the base Elise still features a 1.8-litre lump (an all-new, more sprightly one too with 189bhp), and the 1.6-litre engine gets very similar performance to the old, lower-power 1.8 that used to reside in the S – it has 9lb ft more torque, does the same top speed, but takes 0.4sec longer to get to 62mph.

The more efficient engine and new gearbox bring another bonus however – fuel economy improves from 37.2mpg to 45mpg, while C02 falls from 179 to 149g/km.

2010-07-13T12:23:00.000-07:00

Audi RS5

video

The Audi RS5, one of the most exciting prospects of 2010, has been driven by CAR. With 444bhp, a 4.2-litre V8 petrol engine that winds up to an 8500rpm redline, and four-wheel drive, Ingostadt¹s new coupe looks to have the ammunition to take on BMW¹s sensational M3. There¹s barely a cigarette paper between their 4.6sec and 4.7sec 0-62mph sprints (it¹s the Audi that¹s a tenth faster, by the way).

CAR contributing editor Jethro Bovingdon flew to Spain to drive the RS5, just before the Volcanic ash cloud stopped play. Exactly 30 years after the legendary Quattro erupted into our consciousness, has Audi created a spiritual successor to make the earth move? Watch our video for Jethro¹s verdict, and pick up the May issue of CAR on sale now with 28 pages celebrating 30 years of Quattro.

2010-07-13T12:21:00.000-07:00

Dacia Duster 1.5 dCi 2wd

Renault's budget brand Dacia had planned to launch in the UK in 2010, but the bank-fuelled recession soon put paid to that. Now Dacia is coming to Britain in autumn 2012 and this'll be the first model: the Duster faux-by-four. CAR's been out to test the new Duster in Morocco, read on for our first drive review.

The new Dacia Duster: sounds like a new furniture polish!

Yes, yes - look past the unusual name and you've got a Golf sized soft-roader. The Duster is a chunky looking thing and there's something pleasingly utilitarian about it. A no-nonsense design that the likes of Skoda have forgotten how to master.

There's a simple line-up at launch in 2012: pick from a petrol or diesel engine, both available as two- or four-wheel drive. Sharing the low-cost Logan's architecture has kept costs down and, priced from around £10,800 for the petrol 1.6 in 2wd form, the Duster will from 2012 expand SUV-lite territory to a wider audience than just the Qashqai/Yeti mob.

Cheap, cheerful... How does the Dacia Duster drive?

Pretty well actually. This is an uncomplicated car based on Dacia's no-nonsense Logan hardware. The four-wheel drive version has different rear suspension and will challenge mountain goats for go-anywhere cred. We drove one on an off road course designed by Dacia to ensure it wouldn't get stuck and - guess what - it's grippy and grunty enough to get up and down the most ridiculous angles. Mini SUV plaudits intact.

resoures ; car

2010-07-13T12:19:00.001-07:00

Nissan March/Micra

The bright green car you see before you is the latest Nissan Micra – known as the Nissan March in Japan and Thailand – and it’s a new supermini that will be sold in 160 countries worldwide and built in at least four different factories.

Underneath is Nissan’s all-new V-platform, and it’s a set of underpinnings that will not only provide the basis for the Micra/March supermini, but also a Micra saloon (arriving in 2011, but not coming to Europe) and an MPV replacement for the Note (that we’ll see in Europe come 2012). Nissan hopes to build one million V-based vehicles a year when all three models are on sale.

To begin with the March/Micra supermini will be built in four plants across the world: China, Mexico, India – which will supply the UK now that the more profitable Juke is being produced in Sunderland – and Thailand. And it’s to Thailand that CAR has just been to drive the new Micra in Thai-spec March guise. Read on for our first impressions of the new Nissan Micra (March).

resoures ; car

2010-07-13T12:19:00.000-07:00

Nissan March/Micra

resoures ; car

2010-07-13T12:17:00.000-07:00

Hyundai ix35 2.0 CRDi

This is the new Hyundai ix35, the Korean company’s replacement for the frankly forgettable Tucson. But Hyundai is on a roll at the moment, having notched up some huge sales increase during the scrappage scheme, and keep those showroom figures high with their own incentives. In short, the brand is now on the general public’s radar, and offerings like the ix35 are designed to offer them something that isn’t just a cheap runabout. Read on for our verdict on the new Hyundai ix35.

The new Hyundai ix35 looks pretty good…

Past offerings from Hyundai might have been described as being ‘different’ and ‘standing out from the crowd’, but those were polite ways of saying Korean cars were odd and no one was going to buy one. The new ix35 is much better, much more confident, even if /Fluidic Design/ is a silly name for the styling philosophy. We rather like it, the only visual letdown being the chrome-effect door handles (inside and out) and the equally tacky gearknob.

resoures : car

2010-07-13T12:07:00.000-07:00

Alfa Romeo Mito 1.3 JTD Veloce

The Alfa Romeo Mito has got under the skin of us here at CAR. We're starting to see them on the road in some numbers – helped no doubt by the smashing £8995 scrappage deal under recent Government incentives – and to these eyes it's the best looking supermini by miles. It's arguably the first car to dislodge the Mini from top-dog status.

We've tested it here in 1.3 diesel form. And first things first, it's not quite so attractively cheap here: £15,785 before options, which spiral to £18,095 with the addition of dual-zone climate control, leather, parking sensors and metallic paint.

resoures : car

2010-07-12T16:15:00.000-07:00

Mercedes S350 CDI BlueEfficiency LWB

Visually, there's little to pinpoint the 2009 facelift of the S-class; a more arrow-shaped radiator grille here, a fresh bumper and exhausts there. But myriad changes were ushered in under the skin, with many of Merc's technical innovations from its new models such as the E-class cascading upwards. It's normally the reverse in Stuttgart.

This S350 CDI variant is new, too, replacing the much-loved S320 CDI that was Britain's best-seller by a country mile taking up 82% of UK sales. Don't be deceived by the typically German numeric imperialism; this remains a 3.0-litre V6 turbodiesel, equipped in this spec with some BlueEfficiency goodies to trim CO2 and fuel consumption.

What puts the BlueEfficiency into the Merc S350 CDI?

A suite of small changes are designed to make the S-class more efficient. The automatic transmission disengages at a standstill, for instance, reducing the load on the engine and quietening things down; it re-engages the second you take your foot off the brake. Lower rolling resistance tyres are pumped up to 2.6 bar, while smoother door mirrors, headlamp seals and an undertray drag the aero figure down to 0.27. It’s a slippery customer, the new S-class.

The result? The S350 CDI averages 37.2mpg and pumps out from 199g/km of CO2. Our particular BlueEfficiency model was the lounge-worthy LWB model with a rather confusing Eco-Power Engine Kit (a £1584 performance upgrade pack – on a green eco special!) that nudged consumption and emissions up to a still impressive 36.7mpg and 204g/km.

So is the S-class still a smoothie to drive?

You bet. It’s easy to see why the S has become the default choice for limo buyers in this market. It’s a brilliantly comfortable place to sit, with excellent seats that adjust every which way, intuitive infotainment systems and a hushed whisper that makes it hard to believe you’re powered by diesel. It’s massive in the back, and the quality of leather, wood and fittings is outstanding.

The S350 CDI is so relaxed and pampers away the worst road scars, isolating occupants in a hermetically sealed leather lounge. Although I’ve yet to drive the new A8, in my mind the S-class must be the most refined of the class. The 7-series may be more dynamic and the XJ set the dynamic benchmark for enthusiastic drivers, but there’s something uniquely pampering about the big Merc limo.

In fact, I’d question the need to buy any other S-class. This base model has ample performance (7.8sec 0-62mph, but it feels faster in the mid range) and you’d need to be in a huge hurry, or have more money than sense, to choose one of the larger petrol or AMG models.

resoures : car

2010-07-12T16:13:00.000-07:00

VW Scirocco 2.0 TSI

Had the editor’s VW Scirocco at the weekend and came away mightily impressed. It’s not a car I would buy – space is at a premium and that kiwi fruit green paint job and black wheels are too look-at-me – but if I were in the market for a two-door coupe, the Scirocco would certainly make it on to my shopping list.*

It’s just such an all-rounder. It carries off that Golf GTI-in-drag thing seamlessly. The 2.0-litre petrol four is cultured when you’re pootling yet serves up strong acceleration when you’re on it, almost to the point where you wonder who really needs the range-topping R version. And although it has its detractors, the DSG transmission is brilliant most of the time, those whipcrack gearchanges, wise auto mode and finger-prodding-good manual override all serving to remind us that the Volkswagen Group pioneered the road-car application of twin-clutch ’boxes. There’s very little shunt at low-speeds, the usual bugbear of such trannies. The brakes are over-servoed though, and very grabby until you adjust your right foot.

The richly talented drivetrain may dominate the driving experience, but the Scirocco is a fun device through your favourite sequence of corners too. The steering’s weighty and accurate, though as with most hatch-derived coupes hardly brimming with genuine feel, and the car corners flat and neutral. Keep the suspension in Comfort mode, though; Sport introduces a jarring ride that doesn’t seem worth the bother, with little tangible benefit to the handling which remains roll-free even at high speeds. The Scirocco is a car that can be driven absurdly fast even by average drivers and is great fun. About the only real gripe is poor traction in the wet, those 206lb ft from 1700-5200rpm troubling the front axle in the bottom two gears on damp roads.

What of the Scirocco’s character? I know many CAR Onliners reckon it’s just a squashed Golf, and at the end of the day they’re right. But do we care? Not a jot. The Golf GTI is in Mk5 and Mk6 guise consistently one of our favourite hot hatchbacks on sale, and the lower-slung two-door ’Roc has a brilliant headstart in life with that hardware underskin. It’s all a bit corporate VWspeak – the cabin’s funereal and peppered with Golf spec – and I suspect that will be put some buyers off.

Those wanting genuine character (whatever that is), the sort of people who don’t follow the crowd, who put Alfa Romeo on their shopping list and deplore the Identikit platform sharing homogeneity that irons out differences in modern car ranges – may find the Scirocco a boring choice. The fact is though, that for 95% of buyers, it’s the best mainstream coupe on sale for £23k by a country mile. It’s borderline brilliant.

resoures : car

2010-07-12T16:11:00.000-07:00

Porsche 911 Turbo S

It’s a numbers game with the new Porsche 911 Turbo S. For an extra £17,309 (or £17,324 in you opt for the convertible) you get an extra 30bhp, 37lb ft and lots of standard items that would otherwise be extra on the ‘regular’ 493bhp Turbo.

S stands for Sport and Porsche’s marketing team would have you believe this new S model is the most sporting 911 Turbo variant yet, with everything from ceramic brakes, a torque vectoring system and active engine mounts as standard, though you can’t have a manual gearbox. All in – and until the new GT2 arrives later this year – it’s the most expensive 911 you can buy: £123,263 for the coupe (tested here) and £130,791 for the cabriolet.

And despite the hefty price, as 90% of Turbos are sold with the PDK ‘box, Porsche expects 70-80% of customers to cough up the extra for the S. Read on for CAR’s review of the new Porsche 911 Turbo S.

What puts the S in the Porsche 911 Turbo S?

The direct-injection, twin-turbo 3.8-litre flat six is essentially unchanged, but the gains come courtesy of revised intake valve timing, a new carbon airbox and a boost in turbo pressure to 1.2bar. Power goes up from 493bhp at 6000rpm to 523bhp at 6250-6750rpm, the same headline figure as the Mk1 997 GT2. The torque peak is the same as a regular Turbo equipped with the optional Sport Chrono overboost function, but the S has the full 516lb ft whenever you like it, rather than needing a Sport button to be pressed to access the extra oomph. Fuel consumption and CO2 emissions remain unchanged

Porsche’s PDK gearbox is standard, as is the Sport Chrono Pack, which includes a launch control function. And with the extra grunt from the engine, all three elements combine to send the Turbo S to 62mph in 3.3 seconds (3.6 for a regular Turbo, 3.4 for one with the Sport Chrono Pack). More impressive is the 0-124mph time, which drops from 11.6 to 10.8 seconds.

resoures : car

2010-07-12T16:08:00.000-07:00

Volvo S60 D5

We're just back from driving the new Volvo S60 – we've now had a chance to drive the most popular diesels, the D3 and D5, as well as the range-topping T6 petrol.

It's an important car for Volvo, the new S60. Tired of being also-rans with the 850 and S60, the Swedes are now aiming for a much sportier marketplace. Nothing less than best in class handling, in fact. Read the caveats and you'll see that actually refers to front-wheel drive compact execs – so the S60 must beat the Audi A4 and Alfa 159. No great shakes.

A Volvo best in class to drive? Whatever next!

Yes, there's a more youthful vibe going on with the new 2010 Volvo S60. We lost count of the number of mentions of 'driving pleasure', 'dynamic' and 'sporty' – it was like being on a German car launch. For starters, the Steve Mattin exterior is marvellously eye-catching. It's wedgy, low slung, so much more interesting than a 3-series silhouette. The rear end is especially pretty, but those bug-eyed front headlamps and day-running LEDs will take some getting used to. Overall, though, the new S60 looks good in our test car's burnt copper paint. Slippery, too, with its aero-friendly 0.28 drag coefficient.

Inside the S60 is more evolutionary. In a good way. Volvo interiors are a lesson in classy understatement and the S60's is no different. The floating stack, uncluttered layouts, sensible ergonomics – this is a comfy, cool place to sit. Needless to say the chairs are quite supportive too and you'll be comfy after long stints at the wheel.

Step into the back seats and you'll pay for that swoopy back end. The doors are narrow and legroom is tighter than many rivals. Space for feet is seriously pinched, too, and the middle seat is near useless for adults. Volvo says it's bigger than the outgoing S60 launched in 2000 and it might be fine for kids, but don't buy an S60 for chauffeuring duties. That's what the bigger, airport-spec S80's for.

resoures : car

2010-07-12T16:05:00.000-07:00

Porsche 911 GT3 RS

This is Porsche's new 911 GT3 RS, a harder and faster version of the already hard and fast GT3. Traditionally it's the best Porsche 911 variant - the GT2 is often too extreme and the turbo'd engine lacks aural delight - so what's the new one like? Read on for CAR's first drive review.

So it’s a Porsche 911 GT3 that’s even more extreme?

Oh yes. The 3.8 flat-six – up from 3.6-litres in the previous 997 RS – produces 444bhp at 7900rpm, an increase of 15bhp (at 300rpm higher) over the GT3. That means 117bhp/litre, and while the torque output of 317lb ft is unchanged, it too is produced at higher revs.

And what an engine. It chunters at idle, like a mechanic has left a few bolts in each cylinder, but clears its throat as the revs rise. There’s a glorious resonance through the cabin between 4 and 5000rpm, and after that the note gets louder and harder, and an aggressive howl drives you to thrash it to 8000rpm over and over. It's a proper race-bred engine, and quite why the GT2 RS needs another 167bhp we can't imagine.

Presumably a double-clutch PDK ‘box is not an option?

Of course – the GT3 RS is only available with a motorsport-derived six-speed manual, which means a heavy clutch and the need to be very deliberate with your shifts. However, while it can be a little awkward when you’re trundling around, it’s much better when you need to bash through the gears. And keep up with that incredible engine – there’s revised transmission ratios so although the top speed is 1mph down on the GT3 (does that matter?) the acceleration is even more ferocious.

What are the other measures designed to make this GT3 RS harder and faster than ever?

Look closely and you’ll spot the flared front wheelarches, which hide a wider front track – the GT2 RS shares the same hardware. Plus there’s a massive carbonfibre rear wing, that fills your doors mirrors and blocks out your rear-view mirror – unless there’s a BMW behind, you won’t see who is following. There’s a titanium exhaust too, which saves weight from where it counts in a 911 – at the back.

resoures : car

2010-07-12T15:42:00.000-07:00

Saab 9-5 2.0 TiD 158bhp

It's been a long time coming. Thirteen years in fact. But at last Saab has launched a new 9-5 and we've finally tested it, here in entry-level 2.0-litre turbodiesel spec. A brace of TDs will be available in the new 9-5, sharing the same four-cylinder block but with single or twin turbocharging to crank out their 158bhp or 187bhp outputs. Here we review the lower-powered Saab 9-5 2.0 TiD.

New 2010 Saab 9-5: the overview

The old 9-5 stretched out its existence to 13 fulsome years. Starved of funds by owners GM, it reached its nadir with the last facelift whose bechromed spectacles failed to hide the ageing process underneath. Then the new 9-5 was shown in 2009 only for the company to be driven to the brink of liquidation by the global economic crisis. Now Spyker has swooped on Saab and bought it from GM for $74m in cash and an equity swap. Saab is independent again and this week launched the new 9-5 in Trollhättan, Sweden.

It's based on the so-called Epsilon platform developed by GM for its large passenger cars such as the Vauxhall Insignia; this brings a suite of GM engines, front- and four-wheel drive and a host of technology that simply wouldn't be possible without access to GM's R&D budget (lane departure systems, head-up displays and road sign detection). So let's not get carried away with the General slagging.

What of the style? Does the new 9-5 look like a Saab should?

This is a successful design to these eyes. You'll make your own mind up, but trust me that it looks devilishly good on the road. Park a 2010 model up alongside an old one and the front ends are remarkably similar, albeit with a tremendous amount of plan view built in for packaging and pedestrian safety reasons. The new 9-5 is nearly as round as a boat when seen from above!

But it looks most stylish from the rear. They've cleverly incorporated the dramatically swooping C-pillars from the 99/900 et al to clever effect, the whole rump being rounded off by those deliciously retro horizontal rear lights. This is a stylish car, an understated one – and one that feels right for Saab in 2010.
resoures : car

2010-07-11T12:58:00.001-07:00

Audi A1 1.4 TFSi

Move over Mini – the new Audi A1 is finally here. It only took them 10 years to catch up with BMW's success story. You have to wonder why it took so long for the A1 to come to market. This isn’t anything like as radical as the old aluminium A2. It’s basically a reskinned Polo with better engines and a posher cabin.

What’s under the Audi A1's bonnet?

There are three engines: an 85bhp 1.2 petrol turbo, 120bhp 1.4 petrol turbo and a 104bhp turbodiesel, likely to be the biggest seller. We’ve already been impressed by the 1.4 petrol in the Golf and installed in the much lighter A1, it delivers 0-62mph in 8.9sec.

This is the version we drove today, a Mini Cooper rival and more warm- than hot hatch.

The new 2010 Audi A1 feels spritely but never quick and the optional seven-speed dual clutch ‘box fitted to out car probably helped mask some of the sensation of speed. It also made a bit of worn-bearing din around town and struggled to take up the drive smoothly when we jumped on the power for a smart getaway at traffic lights.

What about the quality? This is an Audi after all. What’s the A1 like inside?

Step out of an A4 or a TT into the A1 and you’d be hard pressed to find anything to suggest you’re in a car that costs half as much. Think Boxster and 911: they’ve got the same quality feel – and share many components – but one costs twice as much as the other.

The A1’s dash and door casings are covered in soft-touch plastics and every switch feels as good as it looks.

Premium small car? Premium price?

The new Audi A1 range starts at just over £13k for the basic 1.2SE and rises to nearly £20k for a 1.6 TDi S-Line with navigation, LED lights and a few other trinkets.

Even the most basic car comes fairly well equipped. SE spec means air conditioning, sports steering wheel, 16-inch alloys and a brace of airbags; Sport adds more heavily bolstered seats, 17s and stiffer suspension, while S-Line means leather seats and various bits of aluminium trim.
resoures : car

2010-07-11T12:58:00.000-07:00

Audi A1 1.4 TFSi

2010-07-11T12:54:00.000-07:00

Honda Civic Si 5dr

Back in 2006 the conservative Civic was relaunched as a futuristic-looking hatch. But the past four years have helped mellow the sci-fi looks, so to jazz things up Honda has launched an Si-spec Civic.

Essentially the Si kit is just a trim level – there are no chassis tweaks, and the kit is available with all the current engine and transmission options. And it’s the same car that Mark Walton recently used to blat across France as he raced HMS Albion's time back from Santander using nothing but Honda-powered vehicles.

It’s hard to believe that the current-gen Honda Civic looks so normal on UK roads now...

Indeed, and even with the Si trim (17-inch graphite-coloured alloys, colour-coded bumpers, front foglamps, a Type R-style mesh grille, plus dark chrome door handles and a fuel filler cap) the Civic continues to look relatively innocuous. Still, the sharp creases, wedge shape, hidden rear door handles and split-rear screen make sure you'll still stand out among a sea of much more mundane Golfs and Focuses.

Inside the Civic cabin still feels quite edgy, with a driver-focused dash design that clusters all the controls around the steering wheel, and effectively cuts off the passenger. What Honda hasn't changed is the OAP-appealing practicality. The Civic’s fuel tank is located under the floor just behind the front seats, and together with the torsion beam rear axle (a step backwards from the old car’s independent rear), it means a big boot. You'll stuff in 485 litres of clobber – 100 up on the Focus – and the seats fold flat with absolute ease. And there’s even lots of space under the rear seats themselves.

You sit too high, but everything is neatly clustered around the driver, and once you learn where to look it becomes second nature to have the air-con controls within such easy reach. Si spec brings half-leather seats and a USB port, to add to the SE’s electric windows, climate control, multi-function leather-wrapped steering wheels and aluminium pedals, but the plastics can’t match the Golf's, and you don’t get the same sense of heft and solidity from the doors as you would in Germany’s finest.

resoures ; car

2010-07-11T12:47:00.000-07:00

Aston Martin DB9 Coupé

You might have seen elsewhere that CAR was embedded in the Aston Martin pit team at the weekend's 2010 Le Mans 24-hour race. Which meant we were well placed to pilfer one of the facelifted DB9s on display at the Aston customer hospitality unit at the French race circuit and drive it back to Blighty.

A 'facelifted' 2010 Aston Martin DB9? It doesn't look very different!

Yes, let's call it the 2011 model year DB9. Aston types hesitate to use the word 'facelift', it's just part of the continuous improvement that's gradually spruced up the DB9 since launch back in 2003.

CAR bumped into Aston Martin design director Marek Reichmann in the AMR pits at Le Mans and he gave us the lowdown on the 2011 DB9. 'We are continuing the elegant feel of the DB9: there's a new front bumper, new side skirts, new colours,' he explained. 'These are mild changes – we've made 12,000 DB9s since launch and don't feel the need to start afresh. There are also plenty of under-the-skin changes.'

Still looks the biz, then?

You bet. I've previously criticised Aston's current line-up for looking too samey and while I stand by that, there's no arguing with the basic building blocks of the Aston look. The DB9 set the template back at the 2003 Frankfurt show, but carries its years well. This is an elegant 2+2 coupé, and looks every inch the £122,445 sports car from every angle. I especially love the coke bottle swell to the hips that lends the DB9 a sprung, muscular feel.

What's new? The double-decker grille with (slightly tacky) perforated mesh low down is fresh, while the sidesills are recontoured with a more exaggerated 'hockey stick' kink said to be most visible on lighter colours and the rear bumper and lights are minutely different, too. Fresh wheel designs are available and our car came in a fetching silvery green.
resoures ; car

2010-07-11T12:44:00.000-07:00

Volvo C30 1.6 DRIVe

The DRIVe C30 has taken in many a long trip. Trekking to other countries, heading as south as Dover, as far north as Cumbria and a fair few places in between. While I expect a Volvo to be comfortable on long journeys, you would be forgiven for doubting that this would be as comfortable as say a Volvo C70. Well having driven one of these bigger Volvos earlier in the month, I’d say my Volvo C30 was better and less wallowy. Large doesn't always equal luxury.

The suspension provides a soft, comfortable ride over most of the country roads I endure en route to work, and it gobbles up motorway journeys with comfort and ease.

I don’t make a habit of stalling cars but when I first took ownership of the Volvo C30, I found I was quite frequently. I still do it occasionally now – I blame the tall gearing. You get used to it though, and have to pick a lower gear than you would normally. Sometimes coming into a roundabout, second is just too tall and you have to snick into first. Not ideal, but then this is the price for tall gearing and those low, low, low emissions and consumption figures.

The flipside is that long journeys are whisper quiet and unstrained. Engine noise is quiet, and the comfy ride and seats soften the back and bum ache you can sometimes endure on longer journeys.

resoures : car

2010-07-11T12:37:00.000-07:00

BMW 530d SE Gran Turismo

Really liked the new 5-series saloon, but I’m not so sure about Tim’s 5GT. The ride isn’t great and it feels like a big bulky thing to drive.

I also wonder just who is going to be pampered in those back seats (they’ll either by empty or have kids in them, I reckon, or perhaps it’s a niche product for the posh airport taxi market), and why they wouldn’t be equally well served by the regular 5-series...
resoures : car

2010-07-10T20:23:00.000-07:00

2010-07-10T20:19:00.000-07:00

Audi A1 1.2 TFSI SE

As promised we’ve got our hands on a different Audi A1 model, the most basic car I could find on the launch: a 1.2 manual. This being a press launch of course, it still had sat-nav and 16s rather than the standard 15in alloys plus various other options, but this is almost the £13,145 bottom rung on the Audi ladder.

Very few cars will leave the showroom for so little though – even paint is effectively optional unless you go for black or white, and the contrasting roofline costs £345.

Will everyone know I’m a tightwad if I go for a boggo Audi A1?

Obviously it doesn’t look quite as butch as the Sport-spec 1.4, but at least you don’t suffer the ignominy of the basic Mini’s hubcaps that make sure everyone knows you’re a miser. The basic A1 still looks expensive and chic. And of course it feels just as expensive inside as the 1.4 S-Line we drove earlier.

One thing that is noticeably different is the ride quality. It’s still firm and nowhere near as compliant as a Polo, but much less harsh than the S-Line on 17s. And to be honest, you’re not losing an awful lot dynamically. There’s a little less grip, a little more roll but not much in it and the fact that it’s not trying as hard to convince you that it’s really a sports car only works in its favour.
resoures : car

2010-07-10T20:18:00.000-07:00

Range Rover Sport TDV6

Borrowed Chris Chilton’s Range Rover Sport at the weekend. Lovely as it was, I couldn’t help thinking that a Merc E350 CDI estate would do everything that the Sport is called on to do, but with better economy and emissions, better comfort and better performance. And yet the Range Rover is more S- than E-class when it comes to price.

By Ben Barry

Is the Range Rover Sport a guilty pleasure? 19 May 2010

The vagaries of our long-term fleet diary being what they are, I only drove the Range Rover Sport for the first time the other day. And what a difference the 3.0-litre diesel upgrade has made to the recent 2010 model year facelift.

Where the old 2.7 V6 TD was sluggish and struggled to lug the best part of three tonnes of whopping SUV, the new 3.0 sails along. It’s not what you’d call fast (you need one of the hedonistic V8s for that; the Supercharged is spookily rapid) but it just feels well tuned with the rest of the car. Progress is serene, performance all you need and – as with Jaguar’s application of this engine – the six-speed auto transmission is incredibly well tuned, slushing along when you want to cruise yet holding on to the gears when pressing on. It’s refined and quiet, too.

I only drove the RRS one-up, but it’s easy to see how the car could bolt into family life. It’s been hard to prise assistant editor Chris Chilton away from his beloved Rangie, so smitten is he with its everyday credentials: the kids love the view out, the boot is big and the cabin full of practical touches. Mind you, for such a large footprint, there’s not as much cabin space as you might expect; when we measured them side-by-side my old Citroen C3 Picasso actually had more rear legroom than the Sport.

That slick drive, the easy waftability of the ZF ’box and the imperious driving position that greatly assists my rural commute with its lofty over-hedge view – all conspire to make the Range Rover Sport an endearing prospect. It’s easy to see why it’s the biggest selling Range Rover by far, shifting 45,000 models last year.

But it’s incredible how quickly the zeitgeist has changed. You almost find yourself in apologist mode when you drive a car like this. Especially if you’re driving solo, as most of my weekday driving tends to be – the RRS just feels so big and OTT for everyday driving to the office. Our average consumption of 24mpg and 243g/km of CO2 don’t help your conscience, either.

Family duties and genuine off-road ability clearly provide a whole new spectrum of talent, but the Range Rover Sport’s talents neatly encapsulate the challenges posed to the very future of the SUV. No wonder future derivatives of this model will soon adopt aluminium construction, hybrid power and – in this post-LRX age – perhaps even front-wheel drive. Make no mistake, the most iconic 4x4 of all is changing fast.

resoures : car

2010-07-10T20:17:00.000-07:00

Mazda 5 2.0 DISI

Mazda will replace its 5 midi-MPV in autumn 2010 and CAR's just driven the new minivan. The new Mazda 5 (2010) is the first production car to bear the full fruits of the company's much-vaunted 'Nagare' design policy, with some highly unusual sculpting on the flanks.

As you can read in our news story here, that design direction is being wound back after the departure of its champion, design director Laurens van den Acker who defected to Renault. Which makes the Mazda 5 something of a curio: this could end up being the only Mazda to wear its Nagare styling on its sleeve.

So the new Mazda 5 will be the last wavy Mazda?

Sort of. Don't expect every last nuance of the Nature-inspired Nagare programme to be ditched overnight, but the general feeling is it was too fussy. So cleaner, more elegant, simple designs will be forthcoming, CAR understands.

The 5 is quite boxy and, although Mazda touts this as a new model, it is in fact a carryover of the previous 5 under the skin. The glasshouse, roof and basic architecture are all the same as before – just spruced up with some new panels, a new IP on the dashboard and a host of new technology under the bonnet.

The twin sliding rear doors remain, however. They're a real practicality boon, making opening the doors so much safer (they take up just 160mm of space when open). They're electrically operated on higher spec models, or as an optional extra.

Hmmm. The new 2010 Mazda 5 looks challenging!

It's quite colour and angle sensitive. Those meandering side styling lines work well in some lights, but look fussy from others. It's like the surface entertainment on a Seat cranked up to 11.

While the front end of the 5 is all family-spec Mazda gobby, like on the 3 hatchback, the rear end is less successful. They've ditched the vertical lights on the old midi-MPV and replaced them with chunky, horizontal items that lend the rear aspect a dumpy look.

In fact, spying an outgoing Mazda 5 on the launch made me think this whole design is a massive step backwards.

resoures : car

2010-07-10T20:07:00.000-07:00

Renault Wind Roadster

The Renault Wind has caused quite a lot of excitement in the CAR office, and not (as you might be thinking) because it gives us a legitimate excuse to make flatulence-based puns.

Silly name aside, the Wind is a good looking little coupe-convertible, with a clever flipping roof and a chassis tuned by Renaultsport. Add in competitive pricing – the range starts at £15,500 – and Renault potentially has a bit of gem on its hands. Plus it’s on sale now in the UK (and Slovenia, of all places), just in time for the summer sun, while the rest of Europe must wait until September before they can buy one.

So, is the Wind any good or is the hype a lot of hot air? Read on for CAR’s first drive review of the new Renault Wind.

So what is the Renault Wind, a Twingo or a Clio?

Both, effectively. The second-gen Twingo was based on the Mk2 Clio, so deep down it’s a Clio. However, just as that Clio platform was tweaked to become a Twingo, so the Twingo chassis has been adapted to become the Wind. And Renaultsport has been solely responsible for developing the Wind – the current hot hatch kings have done all the tuning and tweaking on their own, away from Renault’s main engineering team, so we’ve got high hopes.

So the chassis is sorted, and it looks pretty good too…

It does, at least in pictures where it appears squat and purposeful. Everything seems just right – the 17in wheels more than fill the arches, the hidden door handles are cool, and the rear styling (from the sloping B-pillars, to the flying buttress deck) is particularly interesting and attractive. It’s very stylish.

But in the metal it’s just a bit too tall and a bit too narrow, the nose looks like a bad copy of the Ferrari California, and when we passed an old 206CC near Nice (the launch location), the Peugeot suddenly seemed rather attractive.

Inside you’ll find Twingo bits and pieces (steering wheel, air-con controls, door handles, etc) but the dash architecture is unique and so are the dials. But it feels built to a price – the plastics aren’t brittle, but they are hard. There’s also a terrible reflection off the instrument shroud and onto the windscreen in bright sunlight, and with two big blokes on board it feels rather cramped. Plus you sit too high (as in a Twingo) so if you’re tall like me you’re going to headbutt the windscreen header rail in a crash, before snapping back and smashing your head on the rear rail. Then again, I’m not the target market and shorter, skinnier women will be fine.

What about stuff like the spec?

Apart from a limited edition Collection model (just 200 are coming to the UK), the Wind is available in Dynamique and Dynamique S trim levels, both of which are offered with either engine. The base model is the £15,500 1.2 TCe Dynamique, undercutting the cheapest 207CC by £1595 and the most basic MX-5 by £1745, while another £900 nets you the 1.6 VVT engine. The Dynamique S with the turbocharged 1.2 is also £16,400, and again another nine hundred notes will upgrade you to the more powerful 1.6.

Dynamique cars come with 16in alloys, ESP, air-con, electric and heated door mirrors, cruise control, fog lights, and an AUX input, while the S adds inch-bigger wheels, an alarm, auto lights and wipers, a better stereo, a USB connection and Bluetooth connectivity. The only notable options are metallic paint (£405), and heated leather seats (£950).

resoures : car

2010-07-10T20:00:00.000-07:00

Nissan Juke 1.6 DiG-T

Fret not! You might have spied the £20k price tag on this Nissan Juke first drive review, but rest assured: we've climbed into the top dog, turbocharged and 4x4 Juke aimed at Mini Cooper S territory. We've driven cheaper models in the range too (the Nissan Juke starts at a much more palatable £12,795), but the tech on the 1.6 DiG-T warranted a look first.

The Juke is Nissan's new crossover, a baby SUV to slot beneath Qashqai. At just 4.2m long, it's in the same ballpark as the upcoming Mini Countryman, although priced considerably below.

Nissan Juke: the tech story

This junior crossover is based on the Renault Nissan Alliance B platform; the same bag of bits you'll find under a humdrum Clio or Note, then. This architecture has been stretched and updated with a host of new tech, including on this range-topping petrol turbo a 4x4 option. This will remain a rare car on UK roads, however; way over 90% of Juke buyers will stick with front-wheel drive.

The 1.6 DiG-T is interesting as it heralds a new direct-injection petrol turbo engine in the Nissan empire. It's punchy on paper, pushing out 187bhp and 177lb ft of twist.

It's certainly, err, challenging to look at!

Yes, let's get the inevitable aesthetic argument out of the way now. The Juke is a Marmite car – you'll love it or hate it. Spend time with the car and you begin to 'get it', after the initial shock and awe. The front end is especially odd and a very busy design canvas, thanks to a multi-storey light show, the wine rack lower grille and the main air intakes. There's plenty to like in the GTR-esque raked canopy windowline, and those 370Z rear boomerang lights are cool too.

Inside is more modestly designed. It's less busy in here, with simple design and a few flourishes. A long centre console runs the length of the front compartment, styled on a motorcycle fuselage – you can pick red or silver metallic finishes, and it really brings the cabin to life. Even to these restrained eyes, the zingy red is the feature colour of choice.

Mid-range Acenta trim and upwards comes with Nissan Dynamic Control System, which replaces knobs and switches in the heating control area with some rather nifty soft keys. They're cleverly backlit and the glossy black buttons change purpose depending on whether you're altering the ventilation system or the car set-up. Sounds gimmicky, actually works well and cuts down on button clutter. It combines the best of touchscreens with physical buttons.
resoures ; car

2010-06-19T04:23:00.000-07:00

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

resources : car

2010-06-19T04:20:00.000-07:00

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.

resources : car

2010-06-19T04:17:00.000-07:00

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.

resources : car

2010-06-19T04:13:00.000-07:00

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.

resources : car

2010-06-19T04:10:00.000-07:00

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.

resources : car

2010-06-19T04:03:00.000-07:00

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."

resources : car

2010-06-19T04:01:00.000-07:00

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.

resources : car

2010-06-19T03:53:00.000-07:00

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.

resources : car

2010-06-16T04:21:00.001-07:00

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.

resources : car

2010-06-16T04:13:00.000-07:00

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.

resources : car

2010-06-16T04:07:00.000-07:00

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.

resources : car

2010-06-16T04:02:00.000-07:00

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

2010-06-16T01:43:00.000-07:00

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

2010-06-16T01:29:00.000-07:00

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

2010-04-18T16:07:00.000-07:00

2010 Jaguar XFR

It's no secret that we like the Jaguar XF at Automobile Magazine. The keys to our XF Supercharged Four-Seasons test car are rarely sitting around and we keep piling on the miles. We even named the newest Jaguar sedan a 2009 All-Star. But, like you, we've seen the spy photos and knew the English brand had something hotter coming. That hotter something is the XFR, released here at the Detroit show.

The big news for the XFR is its engine. While the top-spec 2009 XF made due with the older, 4.2-liter supercharged V-8 with 420 hp, the new 2010 XFR gets a new 5.0-liter supercharged V-8 with a BMW M5-conquering 510 hp. Maybe even more telling is the torque. The blown Jaguar engine tops the BMW's same size (though normally-aspirated) V-10 by 78 lb-ft with 461 lb-ft at a rather low 2500 rpm. The XFR's engine even comes close to the larger, 6.2-liter V-8 in the Mercedes-Benz E63 AMG in the torque department. Through the fitment of direct-injection and other fuel-saving technologies, the new AJ-V8 Gen III matches the old XF Supercharged model in fuel economy with an EPA rating of 15 city, 23 hwy. As long as we're in the comparing mood, it's interesting that the M5 is rated at a rather poor 11 city/17 highway and the E63 at 13 city/20 highway. Not that fuel economy is a real priority for buyers in this market.

What is important to buyers in this segment is overall performance. Luckily, Jaguar didn't just drop in a new engine and call it quits. The paddle-shift ZF six-speed automatic transmission is beefed up internally to handle the extra grunt. Larger brakes and a quicker steering rack are used as well. More interestingly, the chassis receives some electronic tweaks. First, an active dampening system called Adaptive Dynamics is fitted. This is a more advanced setup compared to simple, two-step dampers in the outgoing XF Supercharged. The second bit of chassis trickery is even more interesting. It's called Active Differential Control (ADC) and is an electronically controlled limited-slip rear end. It utilizes an electric motor with a multi-plate clutch and can actively transmit torque to the wheel with the most grip.

To read more about the 2010 Jaguar XFR, go to our 2009 Detroit auto show blogs coverage. All the latest blogs from the Editors of Automobile Magazine can be found HERE. We've got our whole staff wandering the floor at Cobo Hall bringing back live photos and more information about all the new debuts from Detroit.

source : car

2010-04-18T16:06:00.000-07:00

2010 Jaguar XKR

Sharing the show floor in Detroit with the new Jaguar XFR is the updated XKR. Available as either a coupe or a convertible, the new 510-hp all-aluminum Jaguar rips from 0-60 mph in an impressive 4.6-seconds (manufacture supplied data for the coupe). The engine in the updated XKR is the same direct-injection, supercharged 5.0-liter V-8 seen in the XFR. The sole transmission choice is a six-speed automatic with paddle shifters and based on our past experience with this setup, you won't miss a manual or dual-clutch option. There is also a new electronically controlled limited-slip differential and adaptive dampening, both fitted as standard. Click the above link to the XFR if you'd like more info on the engine, differential, and dampers.

The go-fast, two-door Jag also gains some of details from the XF inside. The rotary, JaguarDrive transmission selector is fitted including buttons to select winter and dynamic mode. Cooled seats are a newly available option.

Jaguar claims a big improvement in interior quality. Door casing are upgraded with saddle-stitched lines and softer-touch trim. A wider choice of interior color options, soft-grain leather and chrome highlights also are part of the changes for the 2010 model year. We welcome all of the improvements as our long-term XK was less than stellar when it came to interior quality and general appointments.

Outside, a new front bumper design is utilized and features a new lower mesh grille. Chrome detailing is also added on the window surrounds. A new body-colored rear spoiler and side vents are also fitted, as is a new rear bumper setup. Finally, LED taillights with twin reversing lamps are new.

The base XK model, the Portfolio, is also upgraded with many of the interior and exterior features found on the XKR. The 300-hp, 4.2 is no more, replaced by a 385 hp, normally-aspirated version of the XKR engine. The XK Portfolio forgoes the adaptive dampening and trick limited-slip diff. Nineteen-inch wheels are standard on all XK models, with twenty-inch wheels still available as an option.

We enjoyed our long-term XK as it was wonderful to drive and looked great. We're happy to see that Jaguar has upgraded the engines but, more importantly, the interior as that was one sore spot in our one-year test.

To read more about the 2010 Jaguar XKR, go to our 2009 Detroit auto show blogs coverage. All the latest blogs from the Editors of Automobile Magazine can be found HERE. We've got our whole staff wandering the floor at Cobo Hall bringing back live photos and more information about all the new debuts from Detroit.

source : car

2010-04-18T16:03:00.001-07:00

2010 Porsche 911 GT3

Though we rarely meet a Porsche we don't like, the 911 GT3 - a hardcore, track-tuned version of the legendary sports car - has always occupied a soft spot in our hearts. That likely won't change, as the 2010 Porsche 911 GT3 has grown in all the right places.

That isn't immediately apparent, though a few visual cues do set the new GT3 apart from its predecessor. A new aerodynamics package adds a redesigned rear wing, along with new front and rear bumper fascias. The front grille is now body color, while the GT3 also sports revised turn signals and taillights - a hallmark of the revised 911 range.

The biggest growth, however, lies underneath the hood. The previous car's 3.6-liter flat-six engine is eschewed in favor of a new 3.8-liter unit. It's good for 435 hp, a 20-hp increase that Porsche attributes to both the extra displacement and the addition of variable cam timing. Notably absent, however, are direct fuel injection, a technology increasingly seen on Porsche's latest models . Also missing is the new PDK dual-clutch transmission - the new GT3 comes only with a six-speed manual, and Porsche won't confirm or deny rumors of eventually offering the PDK gearbox in the car.

No worries - even without the fancy transaxle and fuel delivery system, the new GT3's still a verifiable rocket. Porsche says the new car will move from 0-62 mph in a brief 4.1 seconds, and will ultimately hit a top speed of 194 mph. Perhaps it's a good thing the GT3 continues to offer Porsche's active suspension system (PASM), allowing the driver to select between a softer mode for casual driving and a stiffer setting for track days.

Such adaptivity is also found in a clever new option, the Porsche Active Drivetrain Mount. As its name suggests, the PADM system essentially acts as an active suspension for the engine itself, stiffening the engine mounts in hard driving to improve weight transfer. One new addition: stability control, though Porsche's added a neat trick to keep enthusiasts and racers alike happy. The system can be deactivated in two parts - one killing the stability control, the other disabling traction control - and unlike similar systems in lesser 911 models, neither is reactivated upon applying the brakes.

Though the 911 GT3 launches at the 2009 Geneva motor show in March, it won't arrive stateside until October. Porsche says pricing should begin at $112,000, excluding taxes and destination charges.

source : car

2010-04-18T16:03:00.000-07:00

2010 Lincoln MKT

"The MKT is fully differentiated from the Flex," claims chief engineer Ron Heiser. That's a bit of hyperbole, since they share the same platform (one which Heiser points out has superb crash performance) and basic chassis tuning. But his point is well-taken, because everything you see and touch both inside and outside the MKT - which closely hews to the MKT Concept from last year's Detroit show - has little to nothing in common with the Flex. Indeed, chief designer Gordon Platto takes visible pleasure from pointing out the MKT's features: "This is the first time we've actually fully integrated the grille from the [2007] MKR Concept. We've combined it with zero-offset bumpers for a smooth exterior. Inside, we use the same cut-and-sew leather and wood trim as in the MKS sedan, and our 'floating armrest' is also from the MKR and allows us to offer contrast-color inserts later."

When it goes on sale late this summer, the Ontario-built, glass-roofed, seven-passenger crossover will be offered in front- or all-wheel-drive guise, powered by a 267-hp, 268-lb-ft, 3.7-liter V-6 mated to a six-speed paddleshift transmission. The optional EcoBoost V-6 bumps both power and torque to about 350 and comes with standard all-wheel drive and its own 20-inch wheel design (twenties are also available with the base V-6). Thus equipped, the MKT tips the scales at a whopping 5250 pounds, but Heiser points out weight-saving measures, such as a "huge piece" of magnesium in the tailgate that saved twenty pounds and the use of cast magnesium for the superstructure that holds the radiator. Pricing hasn't been announced, but Lincoln says the $41,750 Acura MDX and the $44,325 Audi Q7 are its primary targets.

source : car

2010-04-18T16:00:00.000-07:00

2010 Toyota Prius

Can one million owners be wrong? Not likely, and that's why engineers were careful in creating the 2010 Toyota Prius. Toyota's honed its recipe for a successful hybrid sedan over the past ten years, and there's little need to stray wildly from it - some slight refinements are all that's needed.

Thankfully, Toyota says the new Prius is a product of careful refinement, and that's evident upon a first look. The triangular form of the previous car continues, though the roofline has been modified to increase rear headroom and improve aerodynamics, which are rated at a scant .25 cD. Other styling tweaks aim to visually tie the Prius with its non-hybrid siblings; indeed, the new headlamps and grille are vaguely reminiscent of the current Yaris hatchback.

Size wise, the Prius hasn't grown much - but its engine has. The 2010 model scraps the old 1.6-liter four-banger in favor of a 98-hp, 1.8-liter Atkinson-cycle I-4. Interestingly, the increased displacement supposedly doesn't impact fuel economy. Toyota says the increase in torque - now 105 lb-ft at 4000 rpm - helps improve the Prius' fuel economy, especially once it's on the highway.

A number of other changes also help raise those fuel economy numbers. The new engine uses electric power steering and water pumps, both of which are said to increase efficiency (and help eliminate the need for accessory belts). Like the 2010 Lexus RX450h, the new Prius still uses Toyota's Hybrid Synergy Drive, but a compact transaxle and a smaller transaxle reduce weight by twenty percent. The presence of a few electronic goodies - like a solar-powered remote air conditioning system and LED exterior lighting - are also said to help reduce the Prius' thirst for fuel.

Of course, if you're looking for the best fuel economy, you'll want to engage EV-Drive Mode, one of three driver-selectable drivetrain modes. EV-Drive allows the Prius to run solely on electric power for approximately one mile, while a Power mode increases the throttle sensitivity - potentially a blessing on highway on-ramps. We're betting most will simply leave the car in "Eco mode," which reportedly helps the Prius attain the best mileage possible.

According to Toyota, that mileage should be a combined 50 mpg city/highway, though we've yet to see official EPA figures. We're not expecting a huge climb in city economy (lest, of course, you take full advantage of the EV-Drive mode), but the jump in power may help improve the Prius' highway ratings.

source : car

2010-04-18T15:51:00.000-07:00

2010 Toyota Prius

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.

A new transaxle brings a 20 percent reduction in friction. About seventy pounds have been trimmed from the hybrid drive system. Gearing revisions supported by a 28 percent increase in peak engine torque (to 105 lb-ft at 4000 rpm) and a 22 percent gain in total hybrid system power deliver improved acceleration and better mileage. Expect an EPA combined rating of 50 mpg (versus 46 mpg for the outgoing Prius), with a city figure just over and highway mileage a bit under the nifty-fifty mark.

source : car

2010-04-17T13:13:00.000-07:00

2010 Ford Taurus

The new Taurus is nobody's dog-tired rental car. Instead, it's "the flagship for the Ford Motor Company," boasts car design director Moray Callum. "We wanted to produce a purely American car." And they have. The new Taurus, on sale this summer, has style and substance in spades and wears its blue-oval badge large and proud in its broad, three-bar grille. Unlike its predecessors, the Taurus is not explicitly a family car, since Ford believes that today's families prefer crossovers. Sure, there are five seatbelts, but the driver's environment has a sporty-cockpit feel, with Mustang-style dual binnacles, nicely bolstered seats, paddle shifters, blue-lit instruments, and a T-shaped gearshifter, also from the Mustang. Much of the interior reflects a new way of thinking for Ford, such as the fact that the center stack slopes at a sharp, 38-degree angle. "The engineers originally didn't want us to break the 30-degree barrier," recalls interior designer Lon Zaback, "but [executive vice president] Mark Fields wanted it, and it gave us the flow-through and allowed us to raise the center console height."

The Taurus is similar in size and proportion to the Lincoln MKS, with which it shares its Volvo-derived "D3" platform, but it has a lower roofline and shorter overhangs. Development took two and a half years, and chief engineer Pete Reyes claims that its first focus was "on handling and steering, for a very engaging feel. We spent a lot of time calibrating the SelectShift to make the paddleshifting very quick. We also targeted quietness, with lots of sound deadening." Powertrains will mirror those of the Flex: a 3.5-liter V-6 will send some 256 hp to the front wheels or to all four with optional all-wheel drive, and the direct-injected, 350-hp turbocharged EcoBoost V-6 will also be available. Although Ford is largely mum on the subject, it's clear that an SVT version - inevitably to get the storied SHO moniker - is in the works.

To read more about the 2010 Ford Taurus, go to our 2009 Detroit auto show blogs coverage. All the latest blogs from the Editors of Automobile Magazine can be found HERE. We've got our whole staff wandering the floor at Cobo Hall bringing back live photos and more information about all the new debuts from Detroit.

source : car

2010-04-17T13:06:00.000-07:00

2010 Jaguar XFR

source : car

2010-04-17T13:05:00.000-07:00

2010 Jaguar XKR

source :car

2010-04-17T13:03:00.000-07:00

2010 Lincoln MKT

The MKT is fully differentiated from the Flex," claims chief engineer Ron Heiser. That's a bit of hyperbole, since they share the same platform (one which Heiser points out has superb crash performance) and basic chassis tuning. But his point is well-taken, because everything you see and touch both inside and outside the MKT - which closely hews to the MKT Concept from last year's Detroit show - has little to nothing in common with the Flex. Indeed, chief designer Gordon Platto takes visible pleasure from pointing out the MKT's features: "This is the first time we've actually fully integrated the grille from the [2007] MKR Concept. We've combined it with zero-offset bumpers for a smooth exterior. Inside, we use the same cut-and-sew leather and wood trim as in the MKS sedan, and our 'floating armrest' is also from the MKR and allows us to offer contrast-color inserts later."

source : car

2010-04-17T13:02:00.001-07:00

2010 Toyota Prius

source : car

2010-04-17T12:53:00.000-07:00

2010 Toyota Prius

source : car

2010-04-15T16:17:00.000-07:00

2010 Porsche 911 GT3

Though the 911 GT3 launches at the 2009 Geneva motor show in March, it won't arrive stateside until October. Porsche says pricing should begin at $112,000, excluding taxes and destination charges.

source : car

2010-04-15T16:14:00.000-07:00

2010 Ford Harley-Davidson F-150

Lest you thought seven trim levels were too few for the F-150, here's another for the portfolio: The 2010 Ford Harley-Davidson F-150.

As the 14th collaboration between Ford and Harley-Davidson, the 2010 H-D F-150 signifies not only the first customization of the newly-revamped F-150, but a move away from the Super Duty range (for 2009, the H-D moniker was applied only to a tricked-out F-450).

Like previous Harley-Davidson editions, the 2010 model differs from other F-150 mostly in its appearance. Ford paints the Harley truck in a metallic maroon paint that flip-flops to a blood red hue under direct light, and accentuates it with maroon C-stripes above the rocker panels. A custom chrome grille insert is designed to resemble the heat fins on a V-twin engine, while retractable running boards clean up the F-150's side profile.

Perhaps the most important change comes within, as Ford designers took a serious look at refining both interior design and materials. Both dash and door panels wear a glossy piano black finish, while plastics on the center stack and center console are finished in a maroon color that emulates the exterior. A similar color appears on the leather seat skins, which - with lapel loops and zippered map pockets - are said to emulate bikers' jackets.

New 22-inch aluminum wheels are exclusive to the Harley-Davidson F-150, and though Ford says the truck features a sport suspension, we're told it's mainly tuned to improve ride and handling with the larger wheels. Unlike earlier versions, don't look for any go-fast goodies underhood. In fact, the only notable mechanical change comes if you opt for a four-wheel-drive model - an automatic transfer case is included, and is exclusive to the Harley model.

Such limited change means the Harley Davidson F-150 still uses the three-valve variant of Ford's 5.4-liter V-8, which produces the same 310 hp as it does in other F-150 trims. A six-speed automatic is standard on both 4x2 and 4x4 models.

source : car

2010-04-15T16:13:00.000-07:00

2010 Kia Forte

Hot on the heels of its launch of the squarish Soul, Kia has unveiled the 2010 Forte sedan at the 2009 Chicago Auto Show. The Forte, which will effectively replace the Spectra (in both size and price), is due to go on sale in North America in the second quarter of 2009.

It's no accident that the Forte's face somewhat resembles the Honda Civic, since the Civic and the Toyota Corolla are the current kings of the hotly contested compact-sedan market. The front-wheel-drive Forte--whose length, width, and height measurements are within an inch of matching those of the Honda and the Toyota--shares its wheelbase and width measurements with its corporate cousin, the Hyundai Elantra, but the Kia pulls a more impressive 156 hp from its base 2.0-liter DOHC four-cylinder engine.

As enthusiasts, though, we're more interested in the Forte SX, which gets a 2.4-liter DOHC in-line four with 173 hp and 168 lb-ft of torque. The sporty SX trim level also features seventeen-inch aluminum wheels, 45-series low-profile tires, larger front brakes, and a rear spoiler, as well as a standard six-speed manual transmission or an optional five-speed automatic. The Forte's other two trims, LX and EX, get one fewer gear attached to either gearbox, but the EX is also available with the so-called Fuel Economy Package, which includes the five-speed auto, "Motor Drive" power steering, and low-rolling-resistance tires, helping the vehicle achieve 1 or 2 mpg more than the other 2.0-liter-powered Fortes. (Kia isn't estimating fuel-economy figures with the stick shifts or the 2.4-liter engine, but the company quotes 25/34 mpg city/highway with the four-speed automatic and 25/36 mpg with the five-speed.) All Fortes will come standard with loads of safety features, such as four-wheel disc brakes with ABS, stability control, active front headrests, and six air bags.

No matter what trim level you choose, Kia is confident about how the Forte will stack up to its rivals. "The Kia-engineered body achieves high torsional stiffness," says the Chicago unveil press release, "giving Forte better handling, smoother ride quality, and greater refinement than its competitors, with a specially tuned suspension adjusted perfectly for responsive handling on curvy roads."

We're anxious to get behind the wheel and find out how much truth lies in those promises. Stay tuned to Automobile Magazine and www.automobilemag.com for more on the Kia Forte.

source : car

2010-04-15T16:11:00.000-07:00

2010 Hyundai Genesis Coupe R-Spec

One of the few bright spots in what has been a bleak, anxious period for the auto industry has been Hyundai. Last year, the Korean automaker made a clean break from its econocar roots with the Genesis, an honest-to-goodness luxury sedan that took home North American Car of the Year honors. More recently, it let journalists drive the Genesis Coupe, a sport compact-cum-pony car that might just crash the new Mustang and Camaro's coming out parties. The ink hasn't even dried yet on those driving impressions, but that's not stopping Hyundai from revealing its next moves, namely, a racing program and more importantly the Genesis Coupe R-Spec.

The R-Spec, which is being unveiled this week at the Chicago auto show, is no fire-breathing GT500 or SS slayer - at least not from the factory. Hyundai says it intends the R-Spec "to appeal to true enthusiasts who want a low starting price and the ability to tune their car to their own specifications." One look at the MSRP of $24,500 confirms the car's budget-enthusiast aspirations. But to really understand the R-Spec, you need to look at its spec sheet, which reads like a lurid romance novel for both import-tuners and weekend racers. Included are the 210-hp turbocharged four cylinder, six-speed manual, Brembo brakes, limited-slip differential, and 19-inch summer performance tires from the more expensive Genesis Coupe Track model. Gone is anything Hyundai deemed "non-essential convenience equipment," including Bluetooth, automatic headlights, cruise control, trip computer, chrome interior accents and steering wheel audio controls. Don't ask for an automatic transmission, either. Mind you, with power windows and locks, keyless entry, and a leather-wrapped shifter and steering wheel, it's still better equipped than a loaded Accent, but the purist intent is clear.

With such a blank slate, potential owners are sure to wonder: Will modifications and/or racing be covered by "America's best warranty"? Um, no.

"Any modification could potentially void the warranty, like any other manufacturer," said Hyundai spokesperson Miles Johnson. So don't bring your slammed R-Spec to a friendly Hyundai dealer in 2019 and expect to get a free replacement for the engine you grenaded.

At the same time, Hyundai says it's going racing, or more precisely, drifting. Rhys Millen, the rally driver and drifter who in the past fielded a Pontiac GTO and Solstice, will now be artistically roasting the rear tires of a 550-hp Genesis Coupe.

source : car

2010-04-15T16:06:00.000-07:00

2010 Acura TSX V-6

We never found Acura's TSX wanting for power, but in order to fill the gap between its entry-level model and the larger TL, the company's added a V-6-powered TSX model for 2010.

That V-6 is the same 3.5-liter, 24-valve, SOHC V-6 found in the front-wheel-drive TL. It's still rated at 280 hp and 254 lb-ft of torque, which represents a 79 hp and 84 lb-ft jump over the 2.4-liter I-4. Helping channel that power are new 20-inch wheels and larger disc brakes, which are exclusive to the TSX V-6.

Opting for the six-banger also yields buyers features like leather seating, a power sunroof, and a seven-speaker audio system as standard equipment. Acura's Technology Package, which includes navigation, real-time traffic updates, and a ten-speaker Panasonic/ELS surround sound system, remains an optional extra.

Certainly this sounds like an attractive option, but it comes with one caveat: there's no manual transmission. The TSX V-6 comes standard with Acura's five-speed automatic transaxle, and though it does offer a manual mode and requisite shift paddles, we'll miss the silky-smooth six-speed manual offered on four-cylinder cars.

Acura's surprisingly quiet on most details about this car, but promises we'll know learn more closer to the TSX V-6's launch this summer. Pricing hasn't been announced, but we'd estimate base prices hovering around $32,000 - right between the four-cylinder TSX and the front-wheel-drive TL.

source : car

2010-04-15T16:05:00.000-07:00

2010 Ford Taurus SHO

If Ford resuscitated the Taurus nameplate for consumer appeal, then the 2010 Ford Taurus SHO's rebirth is strictly for the enthusiasts.

You heard us right: enthusiasts. We know it's counter-intuitive to combine the words "Taurus" and "passion" within a sentence, but adding a high-revving Yamaha-developed engine, along with track-tuned suspension bits, helped make such a phrase possible. Some say the original, built between 1989 and 1997, was nothing short of magical - and that's what Ford hopes to recapture with the 2010 Taurus SHO.

That magic won't be visible from the outside, however. Apart from larger aluminum wheels, a trunk spoiler, and small - and we mean small - 'SHO' badges on the trunk and C-pillars, it's hard to tell a Taurus from a Taurus SHO.

Underhood, however, things begin to change. Ford's installed a twin-turbocharged, direct-injection 3.5-liter V-6 from its Ecoboost engine range. Although its rating of 365 hp is hardly anything to sneeze at (that's a 50-hp advantage over the 2010 Mustang GT's V-8), we're a bit reluctant to call it a "Super High Output" motor. Perhaps "Slightly Higher Output" is more appropriate - after all, it's a 10-hp boost over similar engines installed in the Lincoln MKS.

Although the manual transaxle - a highlight of the first-generation SHO - is nowhere to be found, the new gearbox does allow drivers to row their own gears via column-mounted shift paddles. We're more interested in the fact that the SHO is offered only as an all-wheel-drive sedan, using the torque-distributing system introduced in the 'normal' Taurus earlier this year.

If you're of the 'race on Sunday, commute on Monday' mindset, we'd recommend ordering one with the "SHO Performance Package," which adds a sport setting on the stability control, upgraded brake pads, recalibrated steering, and a 3.16:1 final drive ratio. Also included are 20-inch aluminum wheels, wearing no less than summer-compound Goodyear Eagle F1 rubber.

Sure, the Ford Special Vehicle Operations team of old would have made such goodies standard, but we're happy to see such go-fast hardware available directly from the factory. Whether or not it'll help the Taurus compete against the BMW 5-series - Ford's target both then and now - remains to be seen. Even if it doesn't steal marketshare from the Bavarians, we're sure the new Taurus SHO will appease the enthusiasts.

source : car

2010-04-15T15:19:00.000-07:00

2010 Audi R8 V-1

What's the difference in the V-10 engines that power the top Audi and Lamborghini's crown prince? As it turns out, not much. Both share the same basic components and architecture: a 90-degree V-angle, DOHC 4-valves per cylinder top end, mostly aluminum construction. The forged-steel crankshaft and connecting rods and forged aluminum pistons providing a 12.5:1 compression ratio are also shared by both sports cars.

According to Volkswagen AG's powertrain head Wolfgang Hatz and Audi's V-8 and V-10 chief Jurgen Jablonski, the differences are subtle and restricted to intake and exhaust details. Engine mapping-combinations of ignition timing, fuel delivery, valve timing, and operation of the muffler bypass valves-differs to give the Lamborghini engine a more urgent and aggressive personality versus the Audi's slightly steadier, more sedate characteristics. Minor differences in the shape of the intake ports and the configuration of the twin intake plenums topping each engine are also present. While exhaust headers are basically the same, the layout of the mufflers differs significantly according to the space available under each car and the auditory flavor desired by each brand.

Lamborghini chose an untamed in-your-face howl that starts early and lasts until the revs run out at 8700 rpm. Audi R8 engineers selected a deeper, less frenetic voice. Stand on the gas in the Gallardo and the V-10 overwhelms the cockpit with an Italian serenade. In the Audi, triggering the throttle hurtles you expeditiously away from a wake roiling with dust and commotion.

The stats tell the rest of the story. The Lamborghini engine tops at with 552 versus the R8's 525 horsepower at 8000 rpm. The more expensive Gallardo also tops Audi's torque with 398 lb-ft versus the R8's 391 lb-ft at 6500 rpm. While both cars are quick, R8 drivers will enjoy a clear view of a rapidly shrinking Gallardo's rear bumper when the green flag drops.

source : car

2010-04-14T14:56:00.000-07:00

2010 Aston Martin V12 Vantage

Aston Martin has pulled the wraps off of its most potent production sports car in the brand's 95-year history. What was merely a concept just over a year ago is now the 2010 Aston Martin V12 Vantage.

Essentially, Aston wanted to add some pungency to its product line so the company took its lightest, most nimble coupe and shoved in its biggest engine. The result is a car the size of a V8 Vantage with the V-12 grunt of the DBS.

Unfortunately, the 6.0-liter under the hood of the V12 Vantage doesn't make the expected 600 hp of the concept. However, it does turn out 510 hp. Aston claims that power will launch the car to 60 mph in 4.1 seconds and give it a top speed of 190 mph.

As shown by the pictures, the mighty engine wasn't the only enhancement. To bring all that power to a halt, the V12 Vantage has added vented carbon ceramic brakes that span 15.7 inches in the front and 14.2 inches in the rear. It also wears 19-inch lightweight forged aluminum wheels shod with Pirelli PZero Corsa tires to help it put the power to the pavement.

Visually, the V12 Vantage is distinguished by a vented hood, carbon-fiber front and rear splitters, and more aggressive side skirts. The aerodynamic bits on the car result in a 64 percent reduction in total vehicle lift, increasing the car's high speed stability.

Inside, the cabin is a sea of Alcantara and stitched leather. As an option, hard-core drivers can opt for carbon-fiber and kevlar seats which save nearly 40 pounds.

The V12 Vantage will officially debut at the Geneva Motor Show next week. Word on the street is that the new sports car will not be making its way to North America due to concerns about emissions and crashworthiness. Pricing will be announced at the show and expected to top $200,000.

source : car

2010-04-14T14:54:00.000-07:00

Blazing Bentley Continental Supersports Revealed

For 24 months a small group of engineers and designers worked on a special project to reduce the weight and increase the power of the Continental GT. What you see before you is the result. The Continental Supersports - the name comes from the original 3-liter model introduced in 1925 - will be the fastest road-going car in the company's 90 year history.

How fast is it? Bentley's initial performance figures say that the sprint to 60 mph takes only 3.7 seconds and it'll top out at 204 mph. Those figures best the current quickest Bentley, the Continental GT Speed, which takes more than 4 seconds to reach 60 mph and hits top speed at a mere 202 mph.

Part of the improved acceleration comes from the revised 6.0-liter W-12 engine. The engine is the company's first flex-fuel-capable power plant. It now produces 621 hp and 590 lb-ft of torque. Inside the fuel tank is a sensor that detects the ratio of gasoline to E85 and reports back to the ECU to ensure that the engine's output remains the same regardless of the mixture.

Bentley knocked a few more ticks off the acceleration times with a new 'Quickshift' transmission that cuts former shift times in half. The entire car has also been lightened by 243 lbs. To bring it all to a halt, the Supersports uses the largest and most powerful carbon ceramic brakes fitted to a production car.

Handling is improved thanks to an array of chassis enhancements. Lighter weight components were used and the steering, dampers, and anti-roll bars were all retuned. Bentley further improved the agility by implementing a 40/60 rear-biased torque split for the all-wheel drive system, a wider rear track, lightweight 20-inch wheels and a revised electronic stability program.

Inside, the cabin was designed to give occupants a sporty feel and it also contributes the to weight reduction theme. First off, you'll notice that the rear seats have been replaced by a storage deck and a carbon fiber luggage retaining beam. Also, the fancy woodwork around the cabin is replaced by carbon fiber and the same material is found on the lighter weight front sport seats. Finally, the rest of the inside is trimmed in Alcantara and 'soft touch' leather.

Expect the fastest Bentley yet to reach worldwide audiences in fall of this year. While it will be FlexFuel compatible in most markets at the time of launch, North American cars will not offer the capability until the summer 2010 because of pending regulatory approval.

source : car

2010-04-14T14:52:00.000-07:00

2010 Lamborghini Murcielago LP 670-4 SuperVeloce

Imagine, if you will, placing Lamborghini's million-dollar Reventon into a blender with a brand-new Murcielago LP 640-4, and pushing the button marked "blend." Although we wouldn't perform such a sadistic act on our own accord, we've no doubt that the result would look something like the 2010 Lamborghini Murcielago LP 670-4 SuperVeloce.

But the latest iteration of the Murcielago is more than simply a cosmetic refresh. Although the Italian term Superveloce translates to "high speed," when applied to the legendary Miura and Diablo, it came to represent a hardcore supercar with heightened levels of performance. From what we've seen about the new LP 670-4 SV, that tradition continues.

Engineers first reworked the Murcielago's aluminum-block 6.5-liter V-12 engine. At first glance, it differs little from those in the LP 640 and Reventon, but thanks to a new intake manifold, exhaust system, engine computer, and optimized valvetrain, the engine now pumps out a substantial 670 hp - 10 hp more than the Reventon and 30 hp over a Murcielago LP 640. Unlike the Diablo SV, which eschewed the Diablo VT's all-wheel-drive system in favor of a rear-wheel-drive setup, the Murcielago LP 670-4 SV continues to send power to all four wheels via either a six-speed automatic transmission or a six-speed manual.

source : car

2010-04-14T14:51:00.000-07:00

2010 Subaru Legacy Sedan

New 2010 Legacy chases the market leaders
You don't need a degree in marketing to realize that the fringes of the family-sedan segment are not the most profitable place to be. Subaru has been trying to carve out a place for itself in the thick of the profitable family-sedan marketplace for two decades, ever since the first Legacy rolled off the production line in September 1989. For 2010, the fifth-generation Legacy, which debuts at the 2009 New York Auto Show, looks like it has the potential to finally run with the big players: the Toyota Camry, the Honda Accord, the Mazda 6, the Nissan Altima, and domestics like the Ford Fusion and the Chevy Malibu.

A little bit bigger, a lot better looking
First off, the 2010 Legacy has been completely restyled inside and out, and although the resulting car is not exactly what you'd call beautiful, it's sleek and modern and still identifiable as a Subaru, what with its reverse-trapezoidal grille flanked by wings and its big hood scoop for the turbocharged model. The 2010 Legacy is only 1.4 inches longer than its predecessor, but it boasts 3.9 more inches of rear-seat legroom, addressing a common complaint of Subaru loyalists: that as their kids grew older, the family no longer fit in the Legacy. The front track is 2.7 inches wider and the rear is 3.3 inches wider, while the wheelbase grows by 3 inches and overall height by 3.3 inches. All this means more interior room: 103 cubic feet, which falls just slightly short of the Accord's 106 cubic feet but surpasses the Camry's 101.4 cubic feet. Trunk volume is a respectable 14.7 cubic feet, and Subaru says it will fit four golf bags. Since when do Subaru owners golf? Don't they all mountain bike and garden?

Bigger, more luxurious cabin, and an auto-up window!
The interior is also much more contemporary, with quality materials; bigger, more comfortable seats; handsome, expensive-looking gauges; and available state-of-the-art telematics, including navigation, Bluetooth, iPod connectivity, and a Harman-Kardon stereo. An electric parking brake with a push-button control to the left of the steering wheel frees up space in the center console for cup holders and other storage. With a wry grin, Subaru officials make much of the fact that the Legacy finally has an auto-up feature for its driver's-side window.

Small, medium, or large suspension, all the same design
In terms of technology, the Legacy falls in line with other Subaru models in now having a strut-type front suspension and a double-wishbone rear. Subaru expects that this will make the Legacy easier for dealership technicians to service, because the basic suspension design is now uniform across the Impreza (small); Legacy (medium); and Tribeca (large). Tires are available in 16-inch and 17-inch all-season spec and, for the sporty 2.5GT, 18-inch Bridgestone Potenza RE050As.

source : car

2010-04-14T14:49:00.000-07:00

2010 BMW X5 M and 2010 BMW X6 M

The arrival of the controversial X5 M and X6 M might be confirmation that BMW has dumped every engineering principle that made its M cars so distinctive and consistently good for the last thirty years. Until now, all M cars have had a high-revving, normally aspirated engine, a manual or automated manual gearbox, rear-wheel-drive, and a sedan or sports car shell. You won't find a single one of these qualities in M's latest efforts.

The M versions of the X5 and X6 sport-utes go on sale in the fall, but BMW allowed us to drive prototypes at their winter test center in northern Sweden several months ago. Under their skins, the two trucks are the same: both use an M-massaged version of the twin-turbocharged V-8 and the trick rear differential from the X6 xDrive50i. The 4.4-liter V-8 engine has been boosted from 400 hp and 450 lb-ft of torque to 550 hp and about 500 lb-ft of torque.

Unlike other M cars, there's no delicate balancing of clutch and revs to hinder a clean getaway, and no fiddling with the launch control system, either. Engage 'D' in the regular six-speed automatic transmission, boot the throttle, and the mighty engine slings you forward with a loud, raspy roar - and complete disregard for the behemoths' 4800-pound mass. BMW promises their wundertrucks will be quicker and cheaper than the Mercedes-Benz ML63 AMG and the Porsche Cayenne Turbo.

The xDrive all-wheel-drive system has been reprogrammed to send more torque to the rear axle and keep it there. It lets you indulge in long drifts that an M3 would be proud of. Low-grip surfaces emphasize the precision and delicacy of the steering and brakes.

One engineer slipped - doubtless deliberately - that in testing, the X6 M is as quick around the Nürburgring as an M3. You can be as upset as you like about the inherent absurdity of a 550-hp sport SUV, but it's hard to argue with how good these particular ones are to drive.

Price: $95,000 (est.)
Engine: 4.4-liter turbocharged V-8
Power: 550 hp
Torque: 500 lb-ft
Drive: 4-wheel

source : car

2010-04-14T14:47:00.000-07:00

2010 Volkswagen Golf GTI

Recent developments at Volkswagen have sent some enthusiasts praying for their beloved brand. A sacrilegious VW badge on a Chrysler minivan and plans for watered-down, cost-cut, U.S.-specific models are an effort to attain VW's ludicrously optimistic U.S. sales target of 800,000 cars per year. But those cars come at the risk of undermining Volkswagen's brand image - that of a premium, sporty product with superior driving dynamics.

Then again, most enthusiasts won't care what VW sells - as long as it continues to make a real GTI. Without those three little letters in its lineup, VW is nothing but another appliance manufacturer. And so, despite disappointing sales of the last, fifth-generation GTI, the Wolfsburg crew has developed Number Six. Gott sei Dank.

That means "Thank God" in German, and it's exactly the phrase you'll sigh the moment you start driving the 2010 GTI. Whether it's God or Volkswagen's engineers who need to be thanked depends on your own religious beliefs, but the prayers of devout worshippers at the church of GTI have been answered.

The new GTI is, like all GTIs, based on Volkswagen's mainstay hatchback, the Golf. (The Rabbit moniker, which was used for first- and fifth-generation U.S.-market Golfs, has again been banished to the history books.) The sixth-generation Golf is a very careful evolution of the last car, less of a generational change and more of a comprehensive update.

Design deity Walter de'Silva, who heads VW's global styling studio, has secured his sainthood with the makeover he's given the Golf. Without changing any of the hatchback's dimensions, his team has made Six look low, wide, and aggressive where Five was bloated and bulbous. Horizontal styling elements and multiple character lines have turned the Stay-Puft Marshmallow Golf into a lean and sculpted piece of delicious eye candy.

There are no new miracles under the hood, but none were necessary. The 2.0-liter turbocharged four-cylinder carries over from last year's GTI. Code-named EA888, this all-new engine was quietly snuck into the GTI midway through the 2008 model year, providing better fuel economy than the original 2.0T along with additional refinement.

Output is unchanged at 200 hp and 207 lb-ft of torque (European-market GTIs get 10 more hp), and the 2.0T is bolted to either a light-effort six-speed manual or the divine DSG dual-clutch automatic. A resonance tube carries induction growl into the cabin when the engine is under load, but the powerplant fades away, acoustically, when cruising. Despite a slightly diesel-like coarseness just off idle, the 2.0T remains one of the most well-mannered four-cylinders on the road.

source : car

2010-04-14T14:31:00.000-07:00

2010 Mazda Mazdaspeed 3

Ignore, if you can, all the various 'MPS' emblems on this hot hatch. They won't be on the car when it's sold in North America as the 2010 Mazda Mazdaspeed 3.

Like its staid sedan and hatchback siblings, the latest iteration of the Mazdaspeed 3 is far from revolutionary. In fact, most changes are cosmetic, including the new wide-eyed front fascia, revised hatch and taillights, and a new hood scoop.

Evolutionary also applies to what's under the hood. The turbocharged 2.3-liter I-4 seen in the last-generation Mazdaspeed 3 soldiers on in the 2010 model, producing the same 260 hp and 280 lb-ft of torque. Likewise, it's still mated only to a six-speed manual transmission, channeling power to the front wheels.

Still, there are a few things to love about Mazdaspeed's latest compact. To start, the car benefits from additional chassis tuning, including new reinforcements in the firewall and body tunnel to add stiffness. Mazda claims new half shafts were designed to reduce torque steer, and new 18-inch wheels, patterned after those on the RX-8, are capable of handling wider Dunlop 225/40R18 rubber.

And there's also the matter of the car's interior. While the previous 3's cabin wasn't intolerable, the new car's living quarters are a vast improvement. The wraparound dashboard is both slick and sophisticated, and it's highlighted by red-tinted carbon fiber accents. This theme continues with the seating, which wears black leather skins with bright red stitching.

Although it may not represent a quantum leap in power, the 2010 Mazdaspeed 3 mixes new refinements with an already potent performance car. We can't wait to get our hands on one when it arrives in the U.S. later this year.

source : car

2010-04-13T06:47:00.000-07:00

2010 Nissan 370Z Roadster

If you enjoyed everything about the 2009 Nissan 370Z except for its fixed roof, the 2010 Nissan 370Z Roadster may tickle your fancy.

That fastback roof has been cut away, creating a shapely two-place roadster. We're certain the buxom rear fenders may ignite debate amongst Z fans, but Nissan claims their form, coupled with the soft top's profile, helps the Roadster resemble the coupe when the top is up.

This design strategy is similar to that employed on the new Infiniti G37 Convertible, but the top design itself is radically different. The 370Z still uses a power-folding soft top, although its entire operation - including latching to the windshield header - is done completely automatically. It's fast, too - Nissan says it can be stowed or deployed in as little as twenty seconds.

Features and content groups differ little from those on the 370Z coupe, although Touring models do gain unique leather trimmed seats with mesh inserts. They're similar to those that were offered in the 350Z Roadster, although they're now heated and cooled, and available in grey, black, or maroon hides.

Nissan hasn't announced pricing for the new Z Roadster, but expect cars to arrive at U.S. dealerships in the late summer.

SOURCE : CAR

2010-04-13T06:46:00.000-07:00

2010 Nissan Nismo 370Z

Nissan's new 370Z may be quite nimble, but those hankering for a track-ready package should consider stepping up to the new 2010 Nismo 370Z, which debuts at the 2009 New York auto show.

Like the Nismo 350Z before it, the new car receives a host of suspension revisions designed to glue the Z to the track. Nismo (Nissan's in-house tuning firm) adds a front strut tower brace, performance dampers, increases the front spring rates by 15 percent, and stiffens the rear coils by 10 percent. Coupled with thicker stabilizer bars, the tweaks increase the 370Z's damping factor by 40 percent in front and a whopping 140 percent in the rear.

In order to provide power to match the track prowess, Nismo also fiddled with the Z's engine. The 3.7-liter V-6 is almost identical to that in a normal 370Z, but thanks to a Nismo exhaust system and a tricked-out engine control module, it sees a substantial boost in power. The Nismo-tuned mill produces 350 hp at 7400 rpm (vs. 332 hp @ 7000 rpm) and 276 lb-ft of torque (up from 270) at 5200 rpm. Nismo 370Zs are only available with a six-speed manual transmission, which is equipped with the trick rev-matching system.

Nismo also modifies the 370Z's exterior, adding a new elongated front fascia. Although it does clean up the Z's front appearance, the new snout also incorporates a chin spoiler and twin canards to improve downforce. New side sills are designed to match, and a giant rear spoiler, inspired by racing-spec Zs, is again part of the package. So too are Rays aluminum wheels - these 19-inch pieces are unique to the Nismo Z, although the large vented disc brakes are culled from the 370Z's Sport Package.

The Nismo model throws in a few interior touches, including red stitching on the leather-wrapped steering wheel and shift knob, Nismo logos on the tachometer and cloth bucket seats, and aluminum-trimmed pedals. Don't look for an iPod dock or navigation - the Nismo 370Z makes do with the base four-speaker AM/FM/CD stereo system, and options are otherwise limited to selecting one of five paint colors (red, white, silver, graphite, or black).

Nissan hasn't discussed pricing for the new Nismo model, but does expect cars to arrive at U.S. dealerships sometime in June 2009.

SOURCE : CAR

2010-04-13T06:45:00.000-07:00

2010 Land Rover LR4

For 2010, the Land Rover LR3 becomes the LR4 (by Land Rover's count it's the fourth generation of the Discovery, as the vehicle is known in other markets). The difference between the LR3 and the LR4 might not be immediately apparent to the casual onlooker. There's a new grille, a new front bumper, and new LED headlamps.

A new interior-dash, door panels, instrument cluster-largely follows the previous design theme but uses more soft-touch materials and groups more functions in the central touch screen. A keyless ignition is now standard and a 360-degree-view camera system is optional.

The most significant changes are mechanical, starting with a new V-8 engine. In place of the old 4.4-liter V-8 is a new, direct-injected 5.0-liter unit. Output jumps to 375 hp and 375 lb-ft of torque (from 300 hp and 315 lb-ft), and Land Rover claims a 0-to-60-mph time of 7.5 seconds. The chassis also has been upgraded, with more powerful brakes, revised suspension geometry, and retuned dampers. The stability control system can now compensate for trailer sway.

Expect the first batches of LR4s to arrive at dealerships in October.

SOURCE : CAR

2010-04-13T06:43:00.000-07:00

2010 Land Rover Range Rover Sport

The Range Rover Sport, which was introduced in 2005, gets its first significant refresh for the 2010 model year. A new front-end design features a lower grille, new headlamps with LED lights arranged in a Gatling-gun style, a new front bumper, and new front fenders with restyled side vents (the styling clich of the moment).

Inside, there's a new dashboard, new seats (with electrically adjustable side bolsters), new door panels, a keyless ignition, and a new steering wheel with standard shift paddles. To create a richer-feeling environment, the Range Rover Sport interior has more leather, more padded surfaces, and new ambient lighting.

For 2010, Land Rover scraps its old V-8s (a normally aspirated 4.4-liter and supercharged 4.2-liter). In their place are two 5.0-liter, direct-injected units co-developed with Jaguar. The standard engine makes 375 hp and 375 lb-ft of torque and the supercharged version is rated at 510 hp and 461 lb-ft. Factory-measured 0-to-60-mph times are 7.2 seconds and 5.9 seconds, respectively. Chassis revisions complement the new engines. The brakes in both models have been upgraded, adaptive dampers are added (for the Supercharged model), and the Terrain Response System adds a new Dynamic mode (which changes throttle and shift mapping, damper firmness, and steering effort).

Other new technologies include a 360-degree-view camera, emergency brake assist for the adaptive cruise control, and automatic high beams.

The 2010 Range Rover Sport should arrive at dealerships in October.

SOURCE : CAR

2010-04-13T06:42:00.000-07:00

2010 Mercedes-Benz GL-Class

It's only four years young, but it's apparently time for the 2010 Mercedes-Benz GL-class to receive a facelift.

While the GL550's wild front fascia remains untouched, both the GL320 and GL450 models receive a few mild tweaks up front. The bumper has been revised to resemble that of the GLK, and sports new LED fog lamps in place of the round projector units previously used.

Other exterior tweaks include new 19- and 20-inch aluminum wheels, a brushed aluminum finish on the beltline trim, and chromed roof rails. The GL450 is also available with an appearance package, which adds the 20-inch rolling stock and stainless steel running boards.

All three models, however, receive some welcome modifications inside. The GL receives both a new instrument panel and new seats, which have reportedly been inspired by those in the S-class. A full-leather seating package trims all three rows in sumptuous hides, and also adds ambient lighting like that in the CL- and S-classes.

Production of GL should begin shortly in Tuscaloosa, Alabama, as Mercedes-Benz anticipates the SUVs to arrive in dealers this summer.

SOURCE : CAR

2010-04-13T06:41:00.000-07:00

2010 GMC Terrain

Although Pontiac is due to lose the Torrent as it becomes a "niche brand," GMC will gain a small crossover in the form of the 2010 Terrain. Based off the Theta platform that underpins the 2010 Chevrolet Equinox and 2010 Cadillac SRX, the Terrain serves as the smallest offering within GMC's portfolio.

Despite its lightly altered cosmetics, there is no doubting the close relation to the Equinox. Nevertheless, the Terrain aims for a bolder appearance, thanks to both its large three-element grille and pronounced fender flares. We're guessing its design was intended to appear tougher than its Chevy and Cadillac counterparts, but we'll withhold judgment until we see it in the metal.

Like the Equinox, the Terrain is available in both front-and all-wheel-drive variants. Buyers can choose between two engines, although both come standard with a six-speed automatic transmission.

The base engine is a 182-hp 2.4-liter I-4 with direct fuel injection, reportedly capable of reaching a best-in-class 30 mpg highway. Fuel efficiency is bolstered by the Terrain's electric power steering, as well as a driver-selectable 'ECO' mode. This mode tweaks the throttle response, shift programming, and sets the torque converter to lockup at lower speeds.

While the majority of buyers will find the 2.4-liter adequate, those wanting to tow more than 1500 lbs or needing just a little more gusto can opt for the 3.0-liter V-6 engine. It delivers a more robust 264, hp and can tow 3500 lbs. The six-cylinder is expected to get 25 mpg on the freeway and 18 mpg in the city.

Inside, the Terrain's interior is characterized by its red contrast stitching on the seats, doors, and center console and red ambient lighting that illuminates the door pulls and the "floating" center stack. The cabin also features plenty of storage in spaces such as the oversized glove box, a compartment under the center arm-rest, in the dash, and two-tier storage in the doors.

The rear can be configured for cargo or comfort with a 60/40-split rear bench that can slide fore or aft nearly eight inches to adjust for greater leg room or cargo carrying capability. No electronic device will go unpowered, thanks to four auxiliary power outlets throughout the cabin. The Terrain provides its passengers with further comfort through GM's first application of Active Noise Cancellation (ANC) technology on the four-cylinder model. ANC quiets the ride by detecting booming noises in the vehicle and smoothing them out by sending out counteracting sound waves through the audio system's speakers.

Pricing for the Terrain is start around $25,000. The base price includes standard features such as a rearview camera, electronic stability control, OnStar, XM satellite radio, and dual front, side, and side-curtain air bags. Options will range from a programmable power rear liftgate to a dual-screen rear DVD entertainment system. The price of a loaded AWD V-6 model is expected to reach the realm of $35,000. GM says the Terrain will go on sale in late summer.

SOURCE : CAR

2010-04-13T06:39:00.000-07:00

2010 Mercedes Benz ML450 Hybrid

Mercedes has a strong showing at this year's New York auto show, and half the debuts are aimed at reducing the automaker's emissions and increasing fuel economy. The 2010 Mercedes-Benz ML450 Hybrid will be the second hybrid in Mercedes' lineup once it goes on sale in December (the S400 BlueHybrid will beat the ML450 Hybrid to market by three months).

Power comes from the same 3.5-liter V-6 used in the S400, but the ML450 will be able to move without running the gasoline engine. The engine runs on the Atkinson cycle and produces 275 hp and 258 lb-ft of torque. Two electric motors are housed in the six-speed automatic transmission. The first motor is designed to increase performance and produces 83 hp and 173 lb-ft of torque. Another electric motor produces 80 hp and 192 lb-ft of torque to accelerate the vehicle from a stop on electric power alone. Combining the thrust of the electric motor and gas engine yields 335 hp and 381 lb-ft of torque, which should propel the ML from 0-60 mph in 7.8 seconds or return a combined 22 mpg, depending on the driver's goal.

Drivers will be able to choose between sport and economy modes for the transmission and there's even a traffic jam feature to keep the SUV in electric mode during stop-and-go traffic. The hybrid transmission came from the partnership between BMW, Chrysler, Daimler, and General Motors, but Mercedes appears to have the most advanced application of the technology. A nickel metal hydride (Ni-MH) battery pack adds 183 lbs to the ML450 Hybrid's curb weight, and has a chill-down mode to prevent problems if the pack experiences extreme load or temperatures. There's no loss in interior volume, because the battery pack fits below the cargo floor.

The ML450 matches the highway fuel economy of an ML320 Bluetec at 24 mpg, but boasts an impressive 3 mpg improvement (to 21 mpg) in city driving. A quick look at the spec sheet suggests the ML450 Hybrid will be a little better for mixed driving than the ML320, thanks to an extra 125 hp, though 0-60 mph times are reportedly within 0.2 seconds. Actually, the Hybrid and Bluetec MLs are quite similar, though the Bluetec will tow more. It should be interesting to see how the sales split between the hybrid and diesel SUVs once both are on sale.

SOURCE : CAR

2010-04-13T06:38:00.000-07:00

2010 Subaru Outback

In addition to its all-new, 2010 Legacy sedan, Subaru unveiled the Legacy's butched-up sibling, the Outback wagon, at the 2009 New York auto show. Like the Legacy, the new Outback goes on sale in late summer.

Fifteenth anniversary

The original Outback started production some fifteen years ago, in July 1994. Since then, it has become what Subaru marketers call "our Swiss Army Knife." Subaru refers to its typical Outback buyer as "the constant adventurer." These folks like to kayak, backpack, and hike, and they have well-used passports. They're people who want some of the ruggedness of an SUV but are turned off by the size and ponderousness of traditional off-roaders. Subaru says it draws Outback customers from past owners of SUVs, crossovers, cars, and wagons, and the carmaker thinks its latest Outback is even better poised than ever to attract these folks.

Bigger interior, but still a just-right exterior size

The 2010 Outback offers 8.7 inches of ground clearance, versus 8.4 inches on the current model and 8.2 inches on the Jeep Grand Cherokee. There's 34.3 cubic feet of cargo space behind the rear seats, and it's accessed via a load height of 33.9 inches, versus 37.8 inches for the Honda CR-V and 38.8 inches for the Toyota RAV4. The Outback weighs about 3500 pounds, which is nearly 500 pounds less than the new Toyota Venza, another five-passenger crossover wagon.

For 2010, the Outback boasts an interior that is 7 percent larger than before. Notably, the rear passenger doors are a whopping 11 inches wider than in the outgoing model, aiding ingress and egress. Once seated, rear-seat passengers enjoy nearly 4 more inches of legroom. Total interior passenger volume is 105.4 cubic feet.

In terms of overall length, the Outback is actually about an inch shorter than before, but it's 4.1 inches taller, at 65.7 inches, and it's two inches wider, at 71.7 inches. Passengers sit nearly two inches higher than before, although the sill height is about the same, for step-in. Like its Legacy sedan sibling, the Outback has a wider front and rear track and a longer wheelbase, helping make it the roomiest Outback model ever.

Chassis and powertrain changes

Like the Legacy, the Outback has an all-new control-arm (double-wishbone) rear suspension, one of three all-wheel-drive systems as standard, and standard stability and traction control across all models. A new electric parking brake with a hill-holder function frees up the center console for more storage.

Outback buyers choose between a revised, 170-hp version of Subaru's 2.5-liter horizontally opposed four-cylinder engine and a new version of Subaru's existing boxer six. The new six-cylinder is bored out from 3.0 to 3.6 liters and now runs on regular fuel. While the six is mated solely to a five-speed automatic transmission, the four can be mated either with a new-to-the-USA six-speed manual or to Subaru's brand-new CVT (continuously variable) automatic with paddle shifters. The Legacy GT sedan's turbocharged four is not offered here.

SOURCE : CAR

2010-04-13T06:30:00.000-07:00

2010 Mercedes Benz S-Class

Mercedes Benz has revealed the slightly tweaked styling of its flagship model. However, the real improvements are in the bits you cannot see.

Since the current-gen S-class was overhauled just three years prior, Mercedes only slightly massaged the exterior styling. Up front, the arrow-shaped grille has become more pronounced. The shape of the front bumper has also been altered and now features a light-catching chrome accent below the air intakes. Rounding out the back, Mercedes visibly integrated the tailpipes into the rear bumper.

Exterior lighting was also "restyLED". The bi-xenon headlamps retain their former shape, but now boast LED indicators on their lower edge. A set of slim LED daytime running lights and fog lamps blend nicely into the new front bumper. Finally, the taillights have also been reworked and now glow in a double-c pattern illuminated by, you guessed it, LEDs.

S-class models have always been recognized for their smattering of the latest safety equipment, and the latest ones do not disappoint. One of its innovations is the PRE-SAFE Brake which can activate the maximum braking pressure if the driver fails to recognize the immediate danger of a rear-end collision. A feature called ATTENTION ASSIST is able to alert the driver if he or she is getting drowsy and Lane Keeping Assist vibrates the steering wheel if the driver starts drifting. Mercedes engineers have even improved the Active Body Control (ABC) suspension to compensate for the effects of crosswinds.

Perhaps the most important change for S-class range is the addition of a new model: the S400 hybrid. The S400 achieves an estimated 29 mpg combined fuel economy, unheard of in its class. It manages such efficiency through a modified 3.5-liter V-6 engine, magneto-electric motor, seven-speed automatic transmission, and a high-voltage lithium-ion battery. The use of the high-tech battery in a car is a world's first. The S400 is also equipped with other common hybrid components such as regenerative braking and a start - stop function.

The S400 joins the S550, S550 4MATIC, S63 AMG, S600, and S65 AMG in the U.S. lineup. Expect to see the 2010 S-class models appearing in U.S. showrooms beginning in August.

SOURCE : CAR

2010-04-12T06:37:00.000-07:00

2010 Audi Q7

Although media focus has shifted to its smaller Q5 crossover, Audi hasn't forgotten about the larger Q7. The 2010 model, debuting at this week's 2009 Shanghai motor show, sports a few small repairs, helping it fit in with Audi's heavily-revised portfolio.

If you're a fan of the Q7's physical form, you'll be elated to know the crossover's shape doesn't change for 2010. Exterior changes are limited, with the largest revision being revised front and rear bumper skins. Others, notably the new grille insert and LED daytime running lamps, help bring the Q7 in line with the company's current design ethic.

A similar design mantra was applied to the Q7's interior. Most of the cabin is virtually identical to the previous model, but a few small touches (i.e. more chrome switchgear, ambient lighting in the doors, wood inlay on the passenger-side dashboard) adds an upscale aura.

Perhaps the most important feature inside is Audi's new third-generation Multimedia Interface, or MMI. The infotainment system uses Audi's latest form of 3D navigation, and a new joystick control for navigating through menus, maps, and the like. Users can also control the MMI through a revised vocal command system, which responds to personal statements like "I'm hungry" or "I need gas" by searching for restaurants or gas stations nearby. It can also be paired to a 14-speaker, 505-watt Bang & Olufsen audio system, similar to those offered in other Audis.

Unchanged, however, are the Q7's powertrains. A direct-injection 3.6-liter V-6, rated at 280 hp and 266 lb-ft of torque, is still the base offering, while the 350-hp direct-injection 4.2-liter V-8 is the grand-daddy of the lineup. Slotting between those two is the 3.0-liter turbo-diesel V-6 introduced in 2009. Rated at 225 hp and 406 lb-ft of torque, it's marginally slower than a Q7 with the 3.6, but its 17/25 mpg city/highway rating is impressive, as is its 600 mile range.

Audi expects the improved Q7 to arrive at U.S. dealers this fall, but won't talk pricing until closer to its launch.

source : car

2010-04-12T06:35:00.000-07:00

2010 Chevrolet Camaro

Don't count on the Chevrolet Volt to rescue General Motors. The extended-range electric car is a fascinating science project and great for wowing policy makers, but few car enthusiasts are that committed to saving the planet. What most of us want is a sexy-hot ride that doesn't cost a fortune. Enter the reborn Chevy Camaro - the ultimate red-blooded, blue-collar fashion statement and GM's best hope of driving itself out of the ditch.

The Camaro's six-year absence really did make hearts yearn for a Ford Mustang foil. Dodge's Challenger revival eased some of that ache, but true Chevy fans would sooner pine for the old days than defect. After GM announced that the Camaro concept wasn't a tease, 14,000 believers affirmed their faith by placing orders.

Now that GM's Oshawa, Ontario, assembly plant is cranking out cars, we've test-driven V-6 and V-8 versions of the fifth-generation Camaro. Our first revelation: Chevy has mounted a classic Trojan horse offense. Under its 1969-esque cover, the Camaro is armed with such 2009 weapons as direct injection (V-6 only), an independent rear suspension, and six speeds in every transmission. Chevy's strategy is to reward the faithful and to lure fresh recruits away from imports.

The irony is that true import flavor is part of the Camaro's recipe. Four years ago, Bob Lutz and GM design chief Ed Welburn cooked up this car as a buzz builder and Chevy brand resuscitator. After their 2006 Detroit auto show concept rocked the car world, the business case supporting a production model gained momentum. GM's Holden division in Australia offered two vital resources: a can-do attitude and a global rear-wheel-drive chassis code-named Zeta that arrived here last year beneath the Pontiac G8.

To deliver a Camaro that held true to the Lutz-Welburn inspiration, GM engineers in Michigan and Melbourne hewed a tight coupe out of the large G8 sedan by moving the Zeta rear axle forward six inches. To clear the room needed for twenty-inch wheels and tires, the front suspension was moved forward, track widths were increased, and the windshield was shifted rearward and given a more upright stance. After revised suspension geometries, larger brakes, and other changes were added, the Camaro's Zeta Two underpinnings shared little with the G8's Zeta One blueprints other than common engineering.

Concurrently, the V-8-powered concept was expanded into a full range of meek-to-mean Camaros. The menu includes LS, LT, and SS series with two trim levels, three engines, four transmissions, and two suspensions, plus an RS package consisting of twenty-inch wheels and tires, HID headlamps, and a rear spoiler. Prices run from $22,995 for the stripped LS V-6 to more than $37,000 for a well-equipped SS V-8.

source : car

2010-04-12T06:33:00.000-07:00

2010 Mercedes-Benz E-class Wagon

We've seen the latest E-class coupe and sedan, but Mercedes-Benz hasn't revealed the latest iteration of its E-class wagon. No matter -- thanks to our fast-acting West Coast editor and his Blackberry, we have some photos of the latest Benz wagon.

Engineers applied some light camouflage to this test car, but to no avail. There's no mistaking that Mercedes-Benz grille, although we're more interested in what lies underneath those padded hind quarters. It may be slightly obscured, but the disguise doesn't hide the rising rocker trim and the curvaceous rear fenders, both cues first shown on the Concept Fascination from the 2008 Paris motor show.

That show car, however, was designed more as a shooting brake than a familial mode of transport. We're not surprised that the Fascination's racy roofline has been nixed in favor of a more traditional profile, creating more room for kids, pets, and other cargo.

Likewise, the Concept Fascination's powertrain - a 2.2-liter turbo-diesel I-4 also used in the E250 Bluetec concept shown in New York - won't appear in production cars destined for North America. Mercedes-Benz plans on offering the next E-class wagon only as an E350, meaning a 268-hp, 3.5-liter V-6 will lurk underhood. While we wouldn't be surprised if a 4Matic model followed soon after, don't expect to see a diesel or AMG variant in the model mix.

Although we should see the final product in all its glory this fall (it's expected to debut at the 2009 Frankfurt motor show), the 2010 E350 wagon won't arrive stateside until the summer of 2010.

source : car

2010-04-12T06:32:00.000-07:00

2010 Buick LaCrosse

Now that Buick has fewer internal competitors, its first truly new sedan in more than a decade might garner some attention. The 2010 LaCrosse drops the ancient 3.8-liter V-6 and W-body platform that have served as the basic ingredients for every mid-size Buick sedan since the 1990 Regal; in their place, it uses mechanicals from the Opel Insignia. That means it rides on the next generation of GM's Epsilon architecture and is powered by a pair of direct-injection V-6s producing either 255 or 280 hp.

AND IT DOESN'T EVEN LOOK OLD: Styling is also a departure from the geriatric current model. GM tapped its youngest U.S. designers for the project, resulting in an edgier take on traditional Buick styling cues. For the interior, GM looked to its Chinese studio to make sure that it appeals to the tastes of what is now Buick's biggest market.

source : car

2010-04-12T06:25:00.000-07:00

2010 Porsche 911 GT3

Halfway around the world, crowds gather at the Shanghai auto show to examine the curiously shaped Porsche Panamera. The first sedan in Porsche's sixty-one-year history looks like a big, stretched, hand-blown 911 - and decidedly unlike anything else on the road. The mere existence of the Panamera is a blow to Porschephiles, proof that their beloved brand's focus is slipping away. Its awkward styling is salt rubbed deep into the wound, and naysayers vilify Porsche boss Wendelin Wiedeking, who, as the story goes, had the roofline raised so he could fit his egomaniacal - and very tall - self in the back seat. Oh, how those purists groan.

But these cries of sorrow fall upon the deaf ears of a small group of journalists terrorizing small towns in the Swabian Alps with excessive horsepower and speed. None of them care about diesel-powered Cayennes or hunchbacked Panameras. Any talk of Porsche selling out is handily drowned out by the 8500-rpm wail of the best sports car in the world, the 2010 Porsche 911 GT3.

Of all fourteen roadgoing 911 models, the GT3 is the most potent distillate of Porsche's original mission - the ultimate everyday supercar. Let the poseurs have the Turbos; let the old men drive the base 911 Carreras and their wives the convertibles: this is the 911 that won't sit in Los Angeles traffic or idle impatiently in the sweltering South Beach heat. This is the 911 without a sunroof. It's the 911 that, above all 911s, is meant to be driven flat out.

In fact, 70 percent of GT3 buyers take their machines to the racetrack. The other thirty percent, one assumes, have just gotten lost on the back roads on the way there. The GT3, remember, is a homologation race car, and like all homologation cars, it's built for the street only so its manufacturer can take it racing. Unlike many cars with conflicting missions, it performs exceedingly well on both road and track.

The GT3's second appearance in the 997-chassis 911 includes the visual makeover that freshened the Carrera models last year. And, as in those more street-focused models, the changes aren't merely superficial. The GT3 hasn't gained an ounce, but its engine has been bored out from 3.6 to 3.8 liters. It might now be the same size as the powerplant in the Carrera S, but the only thing the two engines share are their alternators and air-conditioning compressors. The Carrera engine uses a two-piece block, whereas the GT3's is a further evolution of the race-proven GT1 flat six, which uses a separate crankcase and cylinders, seven oil pumps, and eight main bearings. It doesn't receive the directfuel injection found on the Carrera powerplant - adapting that technology to the race engine would require extra expense.

source : car

2010-04-11T10:08:00.000-07:00

2012 Hummer H4 - Sneak Preview 2008

With gasoline surging toward $4 per gallon and massive SUVs falling massively out of favor, it would seem that GM's Hummer division would be entering the autumn of its years. But according to J. D. Power and Associates, the brand captures and retains owners better than most, so it's worth nurturing. The trick is making hugeness less of a calling card - a process that started with the demise of the H1 - but preserving extreme off-road ability. As anyone who has done any serious off-roading can attest, size is your enemy on the trail, so a smaller but still off-road-ready Hummer, perhaps like the HX concept (below), makes perfect sense. The HX gives us a good look at the upcoming H4, and if that new entry has all the off-road gear of the show car, it'll be a strong addition to the lineup. The HX sports full-time four-wheel drive (naturally) with locking front and rear differentials, 35-inch tires, a 3.6-liter direct-injected V-6, and an electronically disconnectable front antiroll bar - not to mention that unmistakable blocky styling.

HONEY, I SHRUNK THE HUMMER: And not a moment too soon, given the state of the economy. At last, proof that Hummer doesn't operate in a vacuum. Sort of.

source : car

2010-04-11T10:06:00.000-07:00

2012 Opel Corsa - The Cars We Need Now!

The visionary who slipped an Opel Corsa onto General Motors' stand at last January's North American International Auto Show in Detroit is the individual currently strutting corporate halls with the "I told you so!" look on his face. If only Saturn's general manager, Jill Lajdziak, had mustered the courage to splash an ARRIVING THIS FALL banner over the electric-blue Corsa OPC hatchback. A fun, affordable fuel-sipper would be the perfect addition to the Opel-sired Astra, Aura, and Vue models already gracing Saturn showrooms and an excellent alternative to the Korean-built Chevy Aveo and Pontiac G3 at the gimme-mileage end of GM's product range.

Last summer, an Opel Corsa Sport served as our support vehicle during a weeklong Ferrari fest in Italy. Equipped with a 1.4-liter Twinport Ecotec four-cylinder generating 90 hp, it was no ball of fire, but this two-door hatchback felt solid and sure-footed, as you'd expect of any subcompact engineered to hum flat-out on the autobahn for hours on end. We clocked a top speed of 112 mph, recorded 24 mpg over 800 miles of hard driving, and thoroughly enjoyed the Corsa's congenial spirit.

Although most Americans consider 90 hp barely enough to power their air-conditioning, the Corsa's 1.4-liter gasoline engine is one of eight power sources ranging from a 60-hp, 1.0-liter puddle jumper to a spunky 192-hp, 1.6-liter turbo. To supplement five gasoline engines, there are three turbo-diesels ranging from 75 hp (1.3 liters) to 125 hp (1.7 liters).

Offering a hint of its future plans, GM presented a diesel/electric hybrid Corsa at the 2007 Frankfurt auto show. Combining a 1.3-liter turbo-diesel engine with a belt-driven starter/alternator increases fuel efficiency to a claimed 63 mpg. Shutting down the engine at stoplights, employing regenerative braking to convert unwanted momentum to electricity, and using the starter/alternator to boost acceleration are standard hybrid operating procedures. The only part of this concept that's not quite ready for production is the Corsa's lithium-ion battery pack.

Regrettably, GM probably won't roll Corsa-sized cars and crossovers into Saturn showrooms until the next-generation design is ready in three or so years.

source : car

2010-04-11T10:04:00.000-07:00

2012 Lamborghini Estoque - A Four-Door Bull

After years of casting around for a third model, Lamborghini has settled on what Manfred Fitzgerald, head of brand and design, rather presumptively calls "the world's first supersedan." The dramatic Estoque, revealed in concept form at the Paris auto show, isn't called a four-door coupe by its makers, but it certainly would travel in the extrawide tire tracks of cars like the Porsche Panamera and the Aston Martin Rapide, both of which it would follow to market, in 2012.

Quest for the third leg
"The [exotic car] business is quite volatile," allows Lamborghini CEO Stephan Winkelmann. "So three legs are invariably better to stand on than two. That's why we have been thinking for several years about a third model to complement the Murciélago and the Gallardo."

Lamborghini bosses evaluated options ranging from a Miura successor (remember the 2006 design exercise?) to an LM002 reincarnation to a front-engine GT.

"The SUV fell through because that wave has passed. We also dismissed the front-engine sports car because the segment is, on a global basis, deceptively small," says Winkelmann.

"In the end, we decided on the four-door supersportwagen. Despite its unconventional architecture, it perfectly matches our key brand values, and research tells us that it will work in all markets - especially in Asia and Russia, which will soon account for one-third of our total sales volume. Perhaps most important, it addresses a very wide customer base, from sports car aficionados with families to style-conscious businessmen with full-time chauffeurs. To satisfy these clients, who are used to the space, comfort, and convenience of a full-size luxury sedan, we created a generously roomy car free of head- and legroom compromises."

"Entry and egress will be effortless," promises Mauricio Reggiani, who is in charge of the technical department. "The big doors open wide, the seats are cushy yet supportive, there is plenty of legroom, and once you've made yourself comfortable, the low roof is never an issue. Although visibility is excellent, the first thing you'll notice from inside is the high beltline, which provides a charming cocoon effect."

source : car

2010-04-11T10:02:00.000-07:00

2012 BMW X1

source : car

2010-04-11T10:01:00.000-07:00

New and Future Audi Cars

Just like you, we always want to know what's coming next from Detroit, Tokyo, Stuttgart, Munich, Los Angeles, and all the other places where automotive engineers and designers dream and scheme on our behalf. Car companies, of course, are loath to share information on new products lest their competitors try to copy them--or you decide not to buy the cars they already have on dealer lots. Car companies, though, are simply groups of people, and some of them have a hard time keeping secrets. So, we poke, we prod, we cajole, and we uncover information that becomes the basis for our annual Sneak Preview issue. As always, some of our information is educated guesswork based on hints, insinuations, hunches. Make no mistake, though, these cars are on their way, even though details may change. Ladies and gentlemen: our list of 136 cars coming over the next few years.

2012 Audi A7

The star of the 2009 Detroit auto show was the Audi Sportback concept you see pictured here. The A7, as it will be called in production form, is a deceptively large car-it's about as big as the full-size A8 sedan upon which it's based. It looks like a swoopy sedan, but its hatchback rump swallows an impressive amount of luggage.

We expect the A7 to hit the market as a 2012 model, one year after the next-generation A8. It's said that the A7 is the baby of design genius Walter de'Silva, and it was apparently the last project he worked on before he left to clean up Volkswagen's frumpy designs. Like all his latest Audis (R8, TT, and A5 in particular), the A7 will look even better on the street than it does on the show stand. And for that alone, the A7 is worth the wait.

source : car

2010-04-11T09:58:00.000-07:00

2011 BMW Gran Turismo - Sneak Preview 2008

At the Frankfurt auto show last fall, BMW chief Norbert Reithofer confirmed that his company would build what he called a "gran turismo" based on the CS concept car first unveiled at the Shanghai show the previous April. The CS, a low-slung four-door that is longer, lower, and wider than a 7-series, also indicates the design direction for BMW as it emerges from its widely criticized "flame surfacing" era. Although Reithofer referred to the new entry as a GT, its rivals will be the growing cadre of four-door coupes: the Mercedes-Benz CLS, the Aston Martin Rapide, and the Porsche Panamera. The BMW will be based on the upcoming new7-series and is expected to use the same powertrains. The challenge of making this larger and (presumably) heavier car into a sportier offering is in the hands of Gerhard Richter, who - with more than twenty-five years at BMW's M division - seems well-qualified for the job.

A BIG OL' SWANKY FOUR-DOOR BY ANY OTHER NAME: At least BMW isn't calling it a four-door coupe - it's a four-door GT. Because, you know, there's a difference.

source : car

2010-04-11T09:56:00.000-07:00

2011 Jaguar XJ - Sneak Preview 2008

There's nothing wrong with the current Jaguar XJ that a modern interior and exterior wouldn't fix. Thankfully, in 2011, that's just what it will get - the next XJ will pair the current model's high-tech aluminum unibody with contemporary styling. From a design standpoint, the 2011 XJ will adopt the same theme as the just-introduced XF sedan, so expect an ultra-aggressive tumblehome and slim headlights similar to those found on Jaguar's 2007 C-XF show car. Jaguar's design staff has the Maserati Quattroporte and the Bentley Continental Flying Spur in its crosshairs, so they can't afford to be conservative.

The XJ's interior will be a mix of familiar elements. Jaguar's love-it-or-hate-it touch-screen interface returns, and the XF's rotary transmission selector migrates here as well. Proximity sensors are predicted for many controls, and a full-length glass sunroof will be offered.

Power will come from a new 5.0-liter V-8 engine that will make about 400 hp; a supercharged XJR version should produce roughly 100 hp more. Both engines will be mated to a seven- or an eight-speed automatic transmission. A concept version of the next XJ should debut at the Paris show in October.

YOU CAN STOP SPINNING IN YOUR GRAVE, SIR LYONS:Finally, an XJ that looks as up-to-date as it drives. It can't come too soon.

source : car