New Car Review

2010 Audi R8 5.2 FSI V10 reminds us we're in the wrong tax bracket

2010-01-15T20:37:00.000-08:00

Sigh. Another day, another 500+ horsepower supercar to babysit for a week. Such is my lot in life. Obviously I'm joking, to a degree. To be honest, I wasn't that particularly jazzed about the Audi R8 with the defanged Lambo LP560-4 V10 shoehorned behind the seats, especially as I had prior knowledge that the more proper six-speed manual R8 5.2 FS I was supposed to get had been unceremoniously replaced by the slusher, R-Tronic version. Before continuing one sentence further, am I aware that I sound like the world's most spoiled rotten brat? Oh yes.

But see, the thing is, I've driven the regular-strength V8 R8 and you know what? There's nothing wrong with it. Perfectly neutral handling, 420 eager horses and looks that kill, or at least attract eyeballs like nothing I've seen this side of pornography. While more horsepower is always welcome, the notion that the 5.2-liter V10 "only" makes 105 ponies more combined with the extra weight just didn't set off any great alarm bells of excitement. I'll put it to you like this: I was much more excited when the 2010 Nissan GT-R showed up at my door.

It's now seven days, four tanks of gasoline and 870 miles later. I drove the wheels off the world's most expensive Audi, thrice. On every type of road, over every type of surface, never venturing more than a few miles from home. I mention that last bit because discounting long trips, I've never put so many miles on a press car. Has my tune changed? Is the ten-cylinder R8 worth the $25,000 price premium over it's "lesser" sibling? Perhaps most importantly, is the Audi R8 5.2 FSI an actual, honest-to-goodness everyday supercar?

All new 2011 Ford Focus to debut at Detroit Auto Show

2010-01-13T06:22:00.000-08:00

The wait for an all-new Ford Focus in North America will soon be over as Ford has announced that it will debut the car at the Detroit Auto Show in January. The Detroit festivities will mark the global debut of the new global Focus that will be sold here, Europe and the rest of the world.

The Ford Focus shares its platform with the C-Max and Grand C-Max that are debuting in Frankfurt this week. North American hatchback fans will be happy hear that the five-door form factor is returning alongside the four-door sedan. Initially, we won't be getting a three-door hatch, but it's a start. The overall look will be very similar to what we see in the C-Max twins, especially at the front and along the sides.

The new Focuses for North America will be built at two U.S. assembly plants in Michigan and will go on sale about a year from now. Ford isn't announcing its powertrain plans yet, but the 1.6-liter EcoBoost will likely find a home in these cars before long.

Check out the latest edition of the Autoblog Podcast as Ford's Mark Schirmer and Mark Kaufman join us to discuss the new C-Max, EcoBoost and the rest of the C-Segment vehicles.

Video: We take Kia and Microsoft's Uvo for a test drive at CES

2010-01-11T08:08:00.000-08:00

Tucked in between Google's hot new smartphone and a variety of other computer peripheral equipment at this year's CES show is a crossover. Not the jacked-up, tricked-out, neon-dragging customized type that we typically see around the Consumer Electronics Show, but a bone-stock, 2011 Kia Sorento. Well, stock except for one option: UVO.

We recently got a chance to try out the newly-announced system in the plastic, and while impressive in its own right, just hours after sitting down with Ford to check out the latest Sync and MyFord Touch, it's somewhat less than stunning. But, ignoring that for now, Kia's offering looks good and still ahead of the rest of the curve. It's functionally comparable to early Sync, enabling easy access to media on 1GB of internal storage, on a USB-connected drive or even on a CD. You can rip from CD straight to internal memory or to a thumb drive, an interesting feature we're not sure is particularly useful. The touchscreen display is a nice improvement over Ford's two-line Sync readout, but remember that if you get this system, you'll have to opt out of in-dash GPS. Good thing you splurged and got that Droid, right? Check out some screens in the gallery below, and there's a quick video demo after the break.

BMW Alpina B7 brought back for 2011

2010-01-09T03:55:00.001-08:00

BMW has stated several times that it has no plans to do an official M version of the current F01 7 Series, but that doesn't mean it won't offer a hotter version of its flagship sedan courtesy of Alpina.

At next month's Chicago Auto Show, BMW will be reviving the Alpina B7, and while the sweet 4.4-liter twin turbocharged V8 remains under the hood, the dial has been turned up from the stock 400 horsepower to a full 500 hp, along with 516 pound-feet of twist. That should be enough to catapult the big sedan to 60 mph in just 4.5 seconds.

By itself, big power is useless unless spend all your time at the drag strip and the 7 Series is capable of so much more. Handling has long been a BMW hallmark and the 21-inch, 20-spoke Alpina wheels wrapped in Michelin PS2 rubber should provide plenty of grip for directional changes and positive and negative acceleration. A deeper front air dam and a rear decklid spoiler help keep the car glued to the pavement at autobahn level velocities, while inside the B7 coddles its occupants in upgraded leather and wood trim.

The B7 goes on sale this spring in both standard and long wheelbase formats, although pricing has yet to be announced.

2010 Mercedes-Benz E350 Coupe is a worthy companion

2010-01-09T03:53:00.000-08:00

Marketing does funny things. Recently the word "coupe" has been rendered null and void of meaning by crafty marketing types behind cars like the Mercedes-Benz CLS, BMW X6 and Volkswagen CC, while the BMW 5 Series Gran Turismo has sucked every last ounce of truth, honesty and passion from the term "Gran Turismo." It's now just advertising flim-flam. The BMW 8 Series was a grand tourer. The 535i Gran Turismo? We hear it's very practical...

We mention co-opting of the terms "coupe" and "Gran Turismo" because marketers pulled a similar stunt back in the early '70s with the phrase "Personal Luxury Car." Some cars did fit the definition well (roughly, a luxury coupe exists where practicality and efficiency are traded in favor of style, plush and image), others did not. For example, in the U.S. where we like our luxury by the yard, a 1971 Buick Riviera is a perfect example of a personal luxury car. An AMC Matador Brougham complete with Oleg Cassini interior isn't. Regardless of reality, by 1973 every car with two doors and faux-vinyl seats got tagged with the PLC label. As such, the phrase "personal luxury car" became meaningless.

Apropos of all that, Mercedes-Benz was kind enough to let us test its two-door version of its new W212 E-Class, the 2010 E350 Coupe. The new model marks the first time in three generations that Mercedes has offered a coupe version of what's generally considered to be its sauerbraten und spätzle. You'd have to go back to Bill Clinton's first term (that's pre-Lewinsky) to find the two-door W124 E-Class. Obviously, the B-pillarless two-door qualifies as a coupe, but a personal luxury car? Or, dare we say it, a GT?

Mr. Norm's Super Cuda is retro to the extreme

2010-01-06T02:57:00.000-08:00

The Dodge Challenger has found plenty of happy homes, and we've had the pleasure of driving quite a few examples, ranging from various production models to an array of tuner versions, including the Classic Design Concepts Widebody Challenger and the Hurst Series 4 Challenger. We can now add one more to the list: Mr. Norm's Super Cuda. Yes, it isn't a Challenger by name, but few will mistake what vehicle forms the base of this coupe despite its uniquely Plymouth appearance.

With a supercharger fitted atop a Hemi V8 to make a prodigious amount power, Mr. Norm's Super Cuda has the potential to make muscle car fans swoon and green types have a heart attack. Is this a case of muscle car overdose, or do we have a genuine classic on our hands?

First, the visuals. Mr. Norm's Garage has taken a distinctly different direction than the myriad of other aftermarket Challengers, opting to mimic the styling of the Challenger's classic Plymouth brother, particularly the 1971 model. We must admit that the look suits the Challenger well, and the conversion is incredibly simple. A new grille, a panel that blacks out much of the taillight section, a front spoiler overlay, "Badass Black" graphics package, Hulst Customs 22-inch wheels, and a set of hood pins are all that's needed to make the exterior transformation. Those few changes go a long way in giving the Super Cuda a distinctive look, and like it or not, everything flows together well. Too retro? For some, maybe, but if you're already a fan of the Challenger's styling then the Super Cuda isn't too far of a jump.

2009 BMW Z4 sDrive30i is an easy lover

2010-01-05T03:04:00.000-08:00

BMW's storied history of building roadsters dates back to the original 328 of the 1930s. However, there have been gaps in the brand's open-top lineage, including one extended stretch through the '60s, '70s and '80s. After a dalliance with the bizarre European market Z1, BMW finally got serious about roadsters again in the '90s with the introduction of the Z3.

Earlier this year, the Munich brand introduced what's essentially the third generation of its modern mainline roadster (discounting the aforementioned low-volume Z1 and the Z8) in the shape of its all-new Z4. Upon its introduction, the esteemed Mr. Harley took our first crack at the new "E89" at its Southern California launch last spring and came away with mixed feelings.

To be fair, whenever an automaker builds a new model, there's always a distinction between what the engineers and designers expect of it and what consumers bank on. There's also a big difference between spending a few hours on a prescribed driving route under controlled conditions versus living with a car as a daily driver for a week or longer. So we wanted to spend time with the Z4 on more familiar turf to see what life is like with BMW's newest roadster.

2010 Audi R8 5.2 FSI V10 reminds us we're in the wrong tax bracket

2010-01-05T03:02:00.000-08:00

2010 Audi R8 5.2 FSI V10 reminds us we're in the wrong tax bracket

2010-01-02T05:16:00.001-08:00

2010 Subaru Outback adds size, power and refinement for a big wagon winner

2010-01-02T05:14:00.000-08:00

Even in the face of a bleak economy and dreadful auto sales, Subaru managed to have a breakout year in 2009. Products like the Forester and the Impreza helped Subaru achieve consistent year-over-year gains while the Japanese automaker continues to post stellar quality ratings through J.D. Power and Consumer Reports. And the accolades don't stop there. The new-for-2009 Forester was crowned the 2008 Motor Trend SUV of the year, and this year Subaru accomplished a surprise repeat taking the award for the second straight year with the 2010 Outback.

However, the new Outback isn't the capable, milquetoast lifted station wagon we've come to know and respect over the years. It's now bigger. Quite a bit bigger, performing a similar wagon-to-crossover transformation that the Forester pulled off a year earlier. Granted, the Outback is only two inches taller and wider, and a mere three inches longer between the wheels, but the result is a wagon that looks much larger than the model it replaces. We've come to expect that kind of growth in a world of constant size and weight one-upping, but we had to wonder – has increased functionality come at the expense of entertainment once again? We snagged a six-cylinder Outback to find out.

2009 BMW Z4 sDrive30i is an easy lover

2010-01-02T05:13:00.000-08:00

GM exec confirms Cadillac XTS, GMC Granite, Chevrolet Aveo RS for Detroit via Twitter

2010-01-01T21:11:00.000-08:00

The North American International Auto Show is typically the big show for Detroit-based automakers and 2010 appears to be no different for General Motors. Chris Preuss, GM's vice president of communications, has hit Twitter confirming that each of the General's four brands will have at least one vehicle to display at the Detroit Auto Show next month. As expected, Cadillac will unveil the 2011 CTS-V coupe along with a concept version of its XTS sedan, a model slated to replace the aging DTS in the next year or two. GMC will unleash the Granite, which, according to earlier reports, will be based on the Delta platform and the forthcoming Chevrolet Orlando.

Chevrolet figures to have a somewhat quieter show, with its big reveal being the Aveo RS, which we hear is all-new and very little like the narrow and unattractive B-Segment hatch GM is selling now. Buick will be chasing the ghosts of Grand Nationals and T-Types past with a performance variant of the 2011 Regal that may share a lot of parts with the 325-horsepower Opel Insignia OPC. We can hardly wait for January 11.

2010 Chevrolet Camaro SS demands to be loved

2009-10-03T00:16:00.000-07:00

The largest potential impediment to a successful honeymoon for us and our Camaro bride was the memory of our first date. See, we had met once, in a distant land – well, San Diego – for the car's launch. And we have to admit we couldn't get the hang of it. The Camaro felt awesome in a straight line, perfect for devouring long, Midwestern B-roads where its true base will use it to make the leaves and homecoming queens tremble. But then we'd get to a kink in the road and things would fall apart. Numbness seemed to be the order du jour and the next thing we knew we were veering off into the oncoming lane. After experiencing the same sensation time and time again, it was obvious there was a disconnect between what we were doing and what the car was doing, but were weren't sure if it was us or the Camaro. By the end of the day, we crawled through any sharp, high-speed turn in a haze of reluctant frustration.

But you can't give up on a three-year love affair after one lackluster afternoon. We had to get one at home, spend some time with it, "get to know it" and then we could see if we just shared an off day together.

The Camaro has done the show circuit so long that belaboring its looks would be treading through old oatmeal, so we'll just make a couple of points. When our man Nunez drove the V6 RS, he commented on how close the six-pot was to the SS in appearance, with the front chin spoiler and rear diffuser insert being the major differences. He's right. It's really the wheels that make or break the Camaro, and if you get the RS package on the V6 you'll get the big spinners. But those minor aesthetic tweaks – the chin spoiler and (yes) fake hood scoop – make all the difference. It's subtle. Big and angry, but subtle.

On the inside, however, it's a mixed bag, with a big lump of coal at the bottom being the center console – embodied by the kind of display we haven't seen since our sixth grade alarm clock. It's novel and it isn't ugly, but every time we look at the gauges they scream, "This is where your money didn't go." And while we dig the combination of large buttons and dials for the radio and fan, the eight tiny buttons inside the knobs for specific vent and A/C settings required us to decipher each hieroglyph before we could pull away. Granted, if you've had your deposit in since the Ice Age and have finally taken delivery, you'll adapt. But getting acclimated takes a few tries and an occasional blast in the face from the A/C when you meant to deploy the defroster. Otherwise, the interior is fine – as long as you don't mind a lot of plastic.

The seats are large and relatively wide, though plenty comfy and still supportive when you need a hug. While the back seats are fine places to sit for short periods, if you're taller than 5' 9" you'll have to cock your head to the side, and if someone in front is over six foot tall, leg room gets decidedly spartan in quick order.

Although one of the Camaro's defining design elements is its high shoulder line and low greenhouse, you'll have to endure a few functional trade-offs. The low roof frame caused an occasional (and painful) head-to-headliner encounter when we leaned forward to look left, something we've only experienced when manning the helm of the Lamborghini Murcielago LP640.

The lower deck brings up another issue in the form of visibility, or better yet, opacity. At the four compass points, everything's fine. The rear window is smallish and the rearview mirror is... quaint, but everything you need to see is present and accounted for. However, we'd advise staying back when you get to intersections equipped with high-mounted traffic lights, otherwise they're out of sight and the horn orchestra is all too happy to let you know when things have changed from red to green.

2009 Mazda MX-5 Miata is still the drive of our childhood dreams

2009-10-03T00:12:00.000-07:00

Remember back when you were a diapered enthusiast-to-be and you weren't allowed to venture beyond the end of your family's tree lawn? The sum total of your 'driving' experience was probably a Little Tikes Cozy Coupe. If you were like us, your toddler self was all big dreams, bustling feet and arms akimbo, twirling around those front caster wheels, savoring your first taste of automotive freedom.

Mazda created a timeless masterwork upon minting the very first MX-5 Miata back in 1989.
Small wonder, then, that Little Tikes' now 30-year-old bauble of rotation-molded plastic was last year's best-selling car – it's timeless. Combine classic styling, unburstable robustness, an inexpensive sticker price and the fact that it remains just quick enough for its target audience, and you've got a recipe for lasting success. The CC's whimsical, animated face; rounded, friendly styling; unfussed interior; nimble handling and general affordability has meant that despite a decidedly casual model update schedule, the folks at Little Tikes still have the whole fun-to-drive thing knocked. Sound like anyone else we know?

Oh, it may have taken them a decade longer to cotton on to the idea, but Mazda's designers eventually stumbled upon the same secret sauce as those wondrous toymakers from Hudson, Ohio. Perhaps inadvertently, they, too, created a timeless masterwork upon minting the very first MX-5 Miata back in 1989. All these years later, just like the Cozy Coupe, you can't help but smile a little when you see one. Just like the Cozy Coupe, you have to adopt the same mildly vulnerable, elbows-out-the-window driving position because of the cabin's pronounced narrowness. Just like the Cozy Coupe, both cars have more than their fair share of plastic in their interior. Just like the Cozy Coupe, road imperfections are transmitted directly through the modestly sized wheels into the driver's hands and back pocket – and in both cases, it's part of the fun. Most importantly, just like that Cozy Coupe of your youth, Mazda's minimalist masterwork will help you rediscover your inner enthusiast's childlike heart.

Styling-wise, Mazda characterizes the 2009 Miata's newly retouched nose as "more aggressive," but the effect is very much like CARS' Lightning McQueen trying to puff up when Sally nuzzles up to his bumper in Radiator Springs. Even with its slightly larger five-pointed grille and marginally more intimidating headlamps, our Competition Yellow Miata still maintains a friendly googly-eyed countenance, only now its brows are wryly furrowed a bit. As a side bonus, the touched-up front graphic is easier for the wind to look at, too.

Critically, even in the $29,170 full-house spec of our Grand Touring premium package tester (complete with the bargain $500 suspension package that includes a more tightly drawn springs, Bilstein shocks and a limited-slip differential), you never feel overwhelmed by this Miata's kit, crushed by its creature comforts or unnecessarily addled by additional features. That's just not its way. Despite our tester being outfitted with everything from a keyless entry/start system to Bluetooth hands-free telephony, a six-disc CD stereo with MP3 input, heated leather seats and Xenon headlamps, the gauges remain simple, the controls uncluttered, and the general aesthetic of the interior is one of Zen-like minimalism.

That's important, because a Miata remains as readily defined by what it is as by what it isn't. It isn't a muscle car, it isn't a luxurious wafter – it isn't even particularly sophisticated – there are no sport modes, no active steering gewgaws, no THX-Certified surround sound systems, no pyrotechnic roll hoops, no baseball-stitched leather seats. Want a nav system? You'll have to revisit your old friends Messieurs Rand and McNally (remember them?) or suction one of those TomTom boxes to the glass. It's all gleefully elemental, this Mazda.

The Miata reminds us of the power and joy in momentum conservation.
Some cars take eons to figure out – you can put thousands of miles on the latest Shazam Gadzooks 5000, only to reach the end of a cross-country odyssey and not know what to make of it. The MX-5's simplicity means the familiarization process is rather brief. As in immediate. Release the single latch on the windshield header, throw the top back and let it accordion over your shoulder, and just a few miles down the road, you know exactly what this car is, what it is capable of, and what your role is in the whole thing.

Part of this is due to the fact that the Miata's limits are rather modest to begin with – a much greater percentage of its total performance envelope can be safely explored under normal motoring conditions than other performance cars. With a powerful vehicle that has bigger dimensions and loftier limits, it often takes huge stretches of open road and confetti'd license velocities in order to even begin to feel entertained. Not so with the Miata – an unscheduled squirt to the corner grocery can provoke more grins in a few minutes than roadsters with thrice its power might hope to exact in a week's worth of driving. If nothing else, a week's refresher in our roadster proved that Miata drivers still wave at each other – when was the last time a fellow motorist made you smile?

2010 Hyundai Genesis Coupe with Navigation

2009-10-03T00:11:00.001-07:00

When we arrived at the Hyundai America Technical Center (HATCI) outside Ann Arbor, MI, we were greeted by Electronics Engineering Manager John Robb, along with three Genesis Coupes and one Sedan, each fitted with Hyundai's new navigation setup. Robb gave us a thorough overview of the Coupe's system and explained that Hyundai opted for a touch-screen unit on the two-door model, versus the console mounted iDrivesque knob employed on the Sedan, due to the tighter interior packaging of the Coupe.

The screen replaces the audio system controls in the upper part of the center stack, with the AM/FM/SAT/AUX switches pushed to the upper edge of the console and seek and track switches to the left. Most of the audio controls are now contained within the screen, and since the touch screen is capable of displaying audio system information, the small display nestled into the pod on top of the dash of non-nav Coupes is superfluous.

The touch screen measures 6.5 inches diagonally, making it larger than most portable units, but smaller than some of the latest systems, including the nine-inch unit offered by Ford. While the Sedan's nav system offers real time traffic data, it doesn't have the ability to automatically re-route around blockages. The Coupe, on the other hand, can detect traffic on the current route, offer a detour and then reroute if the driver chooses.

However, the problem with real-time traffic is that it isn't exactly real-time – at least not yet. Currently, the traffic monitoring infrastructure isn't built up to the point of providing complete information, causing a delay in data transmission to vehicles. We had the chance to experience this firsthand when we drove from Ann Arbor to the Cedar Point amusement park near Sandusky, OH. There were several construction zones in the Toledo area that the system warned us about and asked if we wanted to re-route. When we approached the affected area, traffic was moving along freely, so we were able to decline the detour and proceed along as planned.

One handy, and incredibly simple, feature we enjoyed with in Coupe is the mute button displayed in the upper left-hand corner of the screen. While all modern sat-navs provide voice prompted directions, some have a tendency to pester you a bit too often, breaking up conversation in the vehicle and interrupting the dulcet tones of your favorite podcast. Unlike other systems that require you to trudge deep into the menu structure to mute the audio alerts, with the Genesis Coupe, you just tap the screen to toggle the voice prompts on and off. Easy peasy and something we'd like to see employed on every system out there.

While Hyundai does have a voice recognition engine built into the system, it's not as robust as others on the market, particularly the industry standard set by Ford's SYNC system. Voice commands in the Genesis generally worked well when inputting basic navigation, point-of-interest (POI) categories and higher level functions, however, one key feature – specific POI input – is missing. So if you want to speak the name of a restaurant, you're out of luck. And while you can use the voice commands to pull up POI categories, then make a selection by speaking the number corresponding to the destination, it requires you to take your eyes off the road, somewhat negating the benefit of voice commands in the first place.

Another minor issue we encountered – and something we've experienced in other sat-nav equipped vehicles – is the screen's lack of clarity when wearing polarized sunglasses. When viewed from behind the wheel, the angle, combined with the touch technology, causes the screen to fade and the text becomes harder to see. It's not a deal-breaker, but other systems don't have this problem, causing us to wonder how the screen technologies differ between brands and suppliers.

Suzuki Swift hybrid plug-in concept

2009-10-03T00:09:00.000-07:00

The Suzuki Swift is a competent subcompact that the Japanese marque sells both in Japan and Europe. In the latter, the little hatchback is available with a solid 1.3-liter diesel dubbed DDIS. To make things even cleaner, Suzuki has announced that it will introduce a plug-in series hybrid version of the Swift at the upcoming Tokyo Motor Show, and the powertrain reminds us of nothing less than a smaller Chevrolet Volt.

The model, which is just a concept at this point, uses a 660 cc engine, probably sourced from a kei car. The engine charges the lithium-ion batteries, which are placed between the front seats – we suspect they extend into the middle of the rear seat as well. The batteries power a 54 kW motor that moves the front wheels.

2010 Cadillac CTS Sportwagon eats up cargo, swallows open road

2009-09-20T23:08:00.000-07:00

When Cadillac set out to build a wagon version of the popular CTS sedan, the goal was to export a considerable volume overseas where wagons are welcomed with open arms. A new 2.9-liter diesel powertrain was rumored to be the engine of choice for our European allies, giving car buyers the oil burners they expect across the pond. By the time the production CTS Sportwagon was ready for prime time, though, General Motors was prepping for bankruptcy and its Europe-based Opel brand was on the auction block. Gas prices had also dropped considerably here in the States, making the prospect of an expensive diesel engine in the U.S. market even more unlikely.

After months of careful planning, GM's plan to build many CTS Sportwagons for overseas markets is looking as hazy as the Southern California skyline. The Caddy wagon may now have to survive mainly by its success or failure in North America, and GM is clearly hoping that high style with a dash of functionality will win the day.

At first glance, the CTS Sportwagon is a real eye-catcher. It's bold, form-over-function sheetmetal catches the eye, then details like three-foot-long tail lights and 19-inch wheels help keep onlookers fixed on the prize. Cadillac has astutely dialed back its chrome quotient over the past couple years, and the CTS Sportwagon manages to stand out without mimicking a pimp's dental work.

What makes the CTS Sportwagon really look special is its raked roofline, which gives it an athletic appearance. Cadillac will tell you that the 58-cubic-feet of cargo capacity with the rear seats folded flat are within one foot of the much taller SRX, but we'd argue that the smallish rear hatch opening and steeply raked roofline makes that space far less usable. For example, we couldn't fit a kid's bike in the back (with the rear seat up) without removing the handle bars. We're talking about a six-year-old's bike, but the low roofline of the CTS Sportwagon doesn't abide by awkward-shaped objects.

The Sportwagon does have some strong utilitarian points, though, including a power liftgate that adjusts its opening height at the touch of a button (to accommodate short drivers or low garage clearances) and an ingenious cargo management system that allows owners to corral their groceries in a manner that prevents them from sliding all over the place. There is also a cargo door on the rear floor that reveals a recessed area with a rubber floormat to secure more valuable items from public view.

But any shortcomings the CTS Sportwagon has out back is more than made up for with a brilliantly laid out cabin that mirrors that of the CTS sedan. Cadillac designers have included soft touch materials throughout accented by the brand's well-regarded cut-and-sew stitching. The seats in the CTS are terrific, with firm foam to keep backsides happy even on long drives, along with lateral bolstering suitable for a luxury vehicle that just happens to have some moves. The Caddy's center stack doubles as an infotainment command center, with an available ginormous pop-up navigation screen that is easy to use, along with terrifically executed MP3 player integration that works without the need to hit a bunch of buttons.

Of course, the minute we discovered that we could simply call On-Star and tell them where we wanted to go and they'd map out our destination for us, we got lazy and stopped entering info into the navigation system ourselves. Using On-Star is safer and arguably easier, as you interact with an actual human being who can help determine exactly where you need to go, even if you're traveling at 70 mph. That said, not everyone is interested in interacting with an actual human being – or adding another monthly fee to their stack of bills – and will be perfectly happy with Cadillac's nav system that forgoes joysticks, knobs and other crazy controllers for simple onscreen executions.

While the CTS Sportwagon is impressive inside, it certainly isn't perfect. Lack of driver legroom is the largest issue. That command center of the center stack is so wide that it intrudes upon the driver's right knee space. It's almost impossible for an average-sized driver to find an ideal driving position unless the seat is moved uncomfortably far away from the steering wheel. Cadillac could partially alleviate the pain of this encroachment by adding some cushy padding to the sides of the stack, as what's currently there doesn't give enough to coddle our caps. Another more minor annoyance is that the car's high beltline narrows the view outside and makes the cabin feel isolated.

As a luxury wagon, Cadillac delivers the style and comfort that customers expect. But since Cadillac has decided to go the extra mile and call its newest ride a Sportwagon, we expect an engaging driving experience as well. To examine the SW's performance chops, we first look at hardware. Our tester came equipped with a direct injected 3.6-liter V6 engine capable of 304 horsepower and 273 lb-ft mated to a slick-shifting six-speed automatic transmission. Our rear-wheel drive Sportwagon also came equipped with 19-inch alloys covered with super sticky ContiSport Contact 3 summer radials, GM's taut FE3 suspension package and a moonroof, bringing its MSRP to $53,455. All-wheel drive is available at extra cost, but our tester's pricetag is otherwise representative of a fully loaded example.

On paper, the CTS Sportwagon sounds like a competent performer, and the specs are confirmed when judged from behind the wheel. When tooling around town, the 3.6-liter V6 is very responsive, with ample power available across the range. When in auto mode, a quick stab at the pedal results in a slight delay before acceleration, but head over to sport mode and you'll find that the go pedal is markedly more responsive. GM says the CTS Sportwagon will hit 60 mph in 6.9 seconds, which isn't exactly burning up the pavement but more than adequate in a two ton luxury tourer. We achieved 21 mpg while largely tooling around town in the CTS Sportwagon; a mid-pack figure that is in line with its expected 18/25 fuel economy numbers.

The sedan version of the Cadillac CTS really comes alive on the open road, but we had our reservations that the wagon's extra 200 lbs would hamper performance. We didn't worry for long. The Sportwagon has the same 191.6 inch length and 113.4 inch wheelbase as the sedan, and its hardware hasn't been dumbed down for wagon duty. Our tester's FE3 suspension held this Caddy tight in and out of curves, with minimal body roll and plenty of confidence that the ContiSport grip wasn't about to go ghost.

In our estimation, the only downside to selecting the FE3 suspension package is that it doesn't soak up bumps in the road quite as efficiently as we'd like, though we'd trade the added layer of plushness for handling any day of the week – and that's here in Michigan, where most of the road surfaces are just potholes holding hands. The Sportwagon's rack-and-pinion steering feels a bit light in stop-and-go traffic, but get its veins pumping and feedback and precision increases with speed. Interestingly, there was quite a bit of brake pedal travel on our tester, a condition that happens occasionally with aggressively driven media vehicles. We still had no problem bringing the two-ton wagon to a quick stop when the need arose, but we'd be curious to see if a fresh-from-the-line example would still show the same pedal characteristics.

It isn't hard to figure out what enthusiasts want out of an entry-level luxury vehicle. Bold, attention-grabbing styling, plenty of power and the latest tech advances are all part of the docket, and the Cadillac CTS Sportwagon delivers on all fronts. The CTS Sportwagon may well be the best looking vehicle in the Cadillac lineup, and it helps that it is also blessed with the soul of its brilliant sedan stablemate. In all, the Cadillac CTS Sportwagon offers plenty to love at a price that starts at $40,655 (including $825 for in destination charges). Add a capable, 304 hp 3.6-liter V6 and the added cargo capacity that comes with a 21st century station wagon, and the CTS Sportwagon may actually be the kind of wagon that wins over the finicky American consumer – it did the trick with us.

2010 Shelby Super Snake as good as a Ford Mustang gets

2009-09-20T23:07:00.000-07:00

At its crudest, the equation for bewitched driving is simple: horsepower + handling = magic. If you can only have one, you'd probably go for handling since the motion of driving is most closely and kinetically tied to the dynamic act of handling. That basic breakdown is what has made the Dodge Viper a lot of fun, and the Lotus Elise a lot of fun to drive. Yes, we enjoy driving the Viper, too, but you know what we mean. Big horsepower is relatively easy. Great handling is relatively difficult. That's why big horsepower and great handling together is so mythical it's like the marriage of a unicorn and a centaur – you just don't see it. (Which might be a good thing, because we're not even sure such a union would be legal in most states.)

And in the case of the Shelby Super Snake, it can definitely turn into the highly illegal, very, very quickly.

We drove the 540-hp GT500 and really liked it, but it took a day on the race course and drag strip to scribble its name in our "Win" column. That car on long, open back roads – the roads it was meant for – was a hoot as long as things were smooth. On tight, bumpy, twisted knots of road, the car's live rear axle made us back off quickly, too scared we were going to go over a rather vertiginous cliff after bouncing into the opposite lane.

The 435-hp Roush 427R, by comparison, was just right. Fewer horses to pull the cart, but the suspension upgrades turned the car from a quarter horse into the kind of any-road-any-time sporting proposition we could get down with in SoCal. And 435 supercharged ponies are still plenty to get you from one corner to another quickly, no matter how closely spaced or far apart they are. The lesson again: manageable power.

So we wondered which side of the corral the 750-hp Super Snake – showing up with 315 more horsepower than the Roush, an entire V8 Mustang full of additional go – would fall on. The quick stats for comparison:

Ford Mustang GT: 4.6-liter V8, 315 hp, 325 lb-ft, five-speed manual, 3,550 pounds
Roush 427R: 4.6-liter supercharged V8, 435 hp, 400 lb-ft, five-speed manual, 3,688 pounds
Shelby GT500: 5.4-liter supercharged V8, 540 hp, 510 lb-ft, six-speed manual, 3,917 pounds
Super Snake: 5.4-liter supercharged V8, 750 hp, 710 lb-ft, six-speed manual, 3,944 pounds

The Super Snake adds a double century to the power and torque numbers of the next nearest Mustang – the one that felt nose heavy and hopped all over the place – with a negligible weight gain. That comes courtesy of a Ford Racing Supercharger upgrade kit and a Borla manifold and back system. If we only had the chart to decide how to drive, we'd look for the longest, smoothest road we could find. Or an undertaker.

Before that, though, we'd have to get acquainted with the way it looks. To our eyes, the GT500 is OEM badass – definitely brings the 'tude, but never gets close enough to the edge to go overboard. The Roush is striking-yet-smooth aftermarket badness. The Super Snake is Moloch. The Shelby hood is angrier, the 20-inch wheels that hide six-piston brakes up front look ginormous, the carbon fiber splitters appear to want to cut more than just air. You look at the Super Snake from almost any angle feel like withering as you ask, "What do you demand of me?" It should come with a permanent low hum and weird supernatural glow. And a tongue.

Inside, it's a Mustang, save for the three gauges mounted on the A-pillar for boost, fuel pressure and oil pressure, and the Shelby plaque. We only had the car for a few hours, so the plaque we never bothered looking at. The gauges we never had time to look at.

The car is mechanically a six-speed, but in practice it's a five-speed. First gear is good for parking lot speeds, but when you get down on the thing you have to shift immediately. It's like an appendix – still hanging around, but you're not really sure what it's good for; it's not like you couldn't pull away in second gear when you have 750 equines pulling for you.

It's first gear alone, though, that brought out an impossible-to-surmount-without-fancy-aids flaw – if you can even call it a flaw – in the Super Snake. You can forget about adhering to a non-smoking policy if you don't take good care with the throttle in first. In fact, the Super Snake will cut loose all the way up to fourth gear and triple-digit speeds, which about used up all the bravery we had.

The Ford Racing suspension with dynamic adjustable dampers, lowered springs, new stabilizer bars and front strut tower brace is outstanding, but even it and the Pirelli P-Zeros with which it's partnered couldn't stop the stampede. From a stop light, between trying to shift out of first quickly while not getting sideways (and failing almost every time to pull off both simultaneously), we left a lot of rubber on the road and a made a lot of mental notes to go a little easier on the gas next time.

But from second gear on this serpent is top notch on straights and through corners and, crucially, over bumps. We drove it over the same roads we had just been plowing in a Porsche Panamera 4S and Aston Martin DBS Volante, Carmel Valley Road, and the Super Snake did the trick so well we drove it further than both of those cars just to make sure we weren't missing anything or fooling ourselves. While there was a little wheel hop with the Super Snake, it wasn't anywhere near enough to make us think of backing off, and you were able to get back on the power so quickly that the grunt made up for the finesse of the other two cars. It's like the big hungry carnivore in the movies that overshoots corners but has more than enough scramble to stay in the chase. A little less maneuverabililty but a lot more muscle means it will work a little harder, but it is definitely going to eat you.

Which had us repeating this line in our head on the way back to return the car: "750 usable horsepower... 750 usable horsepower... unicorns and centaurs, living together..."

The only thing that interrupted our fancies was the fact that we could barely hear them on occasion. The Super Snake makes a lot of noise. And not just the loud engine and rumbling exhaust kind. The Roush 427R is no quiet child, but its burbling is even and not difficult to overcome with a sensible right foot and a radio. In the Snake, from 1,750 to 2,000 RPM the engine creates an uncomfortable resonance in the cabin. Below 2,500 there issues an attention-getting whine that isn't the supercharger. And that supercharger, by the way, always wants to spool up; do so much as take a deep breath and the supercharger kicks in. And when you give it the business, holy moly, the car sounds like Doc's DeLorean there's so much going on. Or the Owl's ship from The Watchmen. It gets busy in there.

But that doesn't mean we wouldn't take it, we'd just have to be in the mood for it. Which isn't a problem – there aren't too many headaches that would keep us from the almost chimeric thrill of 750 usable horsepower that comes in Drag Me to Hell packaging.

If you take it, though, we recommend you make a call to Pirelli and order a whole lot of horseshoes. You're gonna need 'em.

2010 Ford Taurus SHO gets measured against the original

2009-09-20T23:06:00.000-07:00

If you're expecting a knock down, drag out comparison test between old and new that pits my '91 SHO with 86,000 miles against this 2010 model with 1,218 clicks, sorry to disappoint. While my baby may look concours ready on the outside, what's underneath is 100% Grade C first-gen Taurus that's decaying like a Big Mac box. Therefore, we won't be comparing lap times or lining them up at the drag strip because, well, my guy would lose every time and probably snap in two. Fortunately, there are other ways to compare these sibling models that may reveal if the modern one really deserves to be called S-H-O.

SHO stands for Super High Output, and the original model's 3.0-liter V6 truly gave those words meaning. There's lots of speculation about how this motor came to be, but the prevailing theory is that Ford contracted Yamaha to design and build a motor for a mid-engine sports car meant to compete with the Pontiac Fiero. That project was canceled, but Ford was on the hook for these engines and needed somewhere to stuff them. We can only guess what strong narcotics were consumed that night when a Taurus engine bay became the answer, but that's how the SHO was (supposedly) born.

Arriving on the scene in 1989, the original SHO's engine was way ahead of its time, producing 220 horsepower at 6,200 rpm and 200 lb-ft of torque at 4,800 rpm when other V6-powered sedans from Toyota, Honda and Nissan were still years away from breaking the 200-hp barrier. While the engine could naturally rev to a lofty 8,500 rpm redline, Ford engineers cut the fun off at just 7,000 rpm to save any Taurus-spec parts like the A/C compressor, power steering pump and alternator from being spun to an early grave.

The top of the SHO engine, however, is its calling card. Those long and short intake runners that weave together like a pair of hands praying are not just industrial art; they give the original SHO a dual personality. Below 3,500 rpm, the longer runners lift the torque curve for comfortable around town cruising. Above 3,500 rpm, the short runners transform SHO v1.0 into a she-devil that howls up to redline with a demonic frequency. An engine this great needs a good operator, and back in 1989, computer-controlled automatics couldn't be trusted. So the last ingredient was a five-speed manual transmission borrowed from Mazda that put Yamaha's gem of an engine in the palm of your hand.

Ford is hoping that history repeats itself with the 2010 Taurus SHO, that some of the original car's lightning can be felt in the new car's bottle. On paper it would seem the new SHO is a natural extension of the original. For one thing, it starts with a big honkin' sedan that you wouldn't normally peg as "sporty", in this case the redesigned 2010 Taurus. Finally free of the Five-Hundred's dowdy silhouette, the new Taurus looks, dare we say, spectacular. The front end features sophisticated shapes imported from Ford of Europe, the hood now bulges and steps down to a pair of tastefully flared front fenders, the character line along the side vanishes and reappears on the rear fenders with a wink, and those 427 concept-inspired blocky taillights remind us of a time when Ford design actually had a little chutzpah. Tie it all together and the adjective you taste on your tongue is "interesting".

Just like the original, however, you have to look closely for any SHO-specific design cues. The things you have a shot at noticing are a spoiler on the trunk lid that's unique to the SHO, dual tailpipes split to either side of the rear apron, a "SHO EcoBoost" badge on the rear and small SHO badge in the armpit of the C-pillar. Then there are those giant 20-inch wheels that make my car's 16-inchers look like the blades on a Magic Bullet. I think I speak for all SHO fans when I say we're disappointed that Ford won't be offering a wheel design inspired by the original's iconic "slicer" design. Those wheels, which first appeared on a limited number of 1991 models, mine included, became ubiquitous on second-gen SHOs from 1992-1995. You see one now, you know it's attached to a SHO. Updating the original slicer design would've been a piece of low-hanging fruit for Ford to pick, but the designers skipped it in favor a five-spoke wheel that just isn't SHO-y enough.

I'm big enough to admit, however, that my SHO's interior doesn't hold a candle to the new car's cockpit. Back in 1991, state-of-the-art was an in-dash CD player. Today, it's SYNC, Bluetooth Audio, a 12-speaker Sony stereo, satellite radio, push button start, heated and cooled front seats with Active Motion butt massagers and multi-color ambient lighting, all of which the new SHO's got. Both passenger and driver get their own hooded parts of the dash, which is bisected by a sloping center console that brings the intelligently laid out HVAC and stereo controls out to you. There's even another rare appearance of the SHO logo on the right side of the dash.

The seats are a model of comfort, though their grippy, suede-like covering will hold your shirt like velcro in a turn while the barely there bolstering lets your body slide right off the seat back. This is a big car with a big interior, so four people of even above average proportions will be comfy cozy. We did dock the new SHO a few points for its tall, upright seating position, which, while great for long trips and general comfort, is not the most confidence-inspiring perch from which to pilot a sport sedan. That said, there are some plusses that come with owning a car this big. At 20.1 cubic feet, the trunk with 60/40 split-folding rear seats can accommodate just about anything short of 4x8 sheets of plywood, and who doesn't know at least one person who owes his or her very existence to a big back seat?

Of course, being a SHO isn't about exterior design or interior amenities. It's about one thing: the engine. What kind of engine does it take to earn the title "Super High Output"? The new SHO's twin-turbocharged and direct-inject EcoBoost V6 towers over other six-cylinders with 365 hp and 350 lb-ft of torque available at a barely-over-idle 1,500 rpm. While opening the new car's hood doesn't reveal a gorgeous tangle of intake runners like the original, we're just as interested in power as being pretty and the EcoBoost V6 makes more of that than V8s in the Pontiac G8 GT (361 hp), Chrysler 300C (360 hp), BMW 550i (360 hp) and Audi A6 (350 hp). At the same time, it earns the "Eco" in its name by beating all at the pump with a 17 city mpg/25 highway rating, though premium fuel is its cocktail of choice.

3.5-liter EcoBoost V6 (left) and 3.0-liter Yamaha V6 (right)

Shelby lowering price of $20k GT500KR hood after web outrage erupts

2009-09-12T19:38:00.000-07:00

When we drove the Shelby GT500KR at Miller Motorsports Park last May, we were impressed with the steps that Ford and Shelby had taken to make its new King of the Road a special vehicle. Not only was the KR a huge improvement over the GT500 (which led to the development of the 2010 GT500), but the car featured trick items like a carbon fiber hood and lightweight wheels wrapped with R-compound tires. At that time, Shelby also proudly told us that none of the KR-specific parts would be available for sale separately to ensure that owners of lesser Mustangs could not make shadetree replicas that might compromise the KR's image. Of course, all of this exclusivity and performance came at a price: $79,995 to be exact.

$18,400 for a new hood, $3,392.50 for a front spoiler, and $632.50 for a set of hood pins
Unfortunately, as one GT500KR owner has learned the hard way, replacement parts for this pony car can be surprisingly dear. After an unfortunate incident with a critter on the road resulted in a modestly damaged front end, the owner in question was shocked to learn about the high cost of his vehicle's replacement parts. And as is increasingly the way these days, he aired his displeasure on the web. That initial report has since touched off a firestorm in the online Shelby community, with the issue spreading to numerous forums and chat rooms.

So just why were these replacement parts such a contentious issue? In the main, it's a numbers thing. As in $18,400 for a new hood, $3,392.50 for a front spoiler, and even $632.50 for a set of hood pins, among other things. Further, the disgruntled owner informed a forum member that Shelby requires any damaged KR parts to be returned to their facility in Las Vegas before new replacements can be sent out.

Obviously, a bit of due diligence was needed to verify the claimed replacement pricing and parts return policy, so we got on the phone with Jim Owens, vice president of marketing and communications at Shelby to get the straight scoop. Click through to the jump to hear what we learned.

2010 Nissan 370Z Roadster shrugs off the convertible stigma

2009-09-12T19:35:00.000-07:00

The shorter, wider 370Z Roadster, however, works fabulously. First and foremost, the top not only fits but looks like it fits. One design point that Nissan stressed was the way in which the leading edge of the canvas roof snugs up against the top of the A-pillar, creating a cantilever effect. Going back to the 350Z Roadster, its cloth top meets the back of the A-pillar, which looks famously strange. Also good (and much improved) are the 370Z's rear fenders. They're curved, sexy haunches this time out instead of flat, dull metal panels. Nissan's decision to stick with a cloth top rather than go for a folding hardtop also keeps the proportions (and weight) in check. Think Jessica Biel as opposed to Kim Kardashian.

Inside, the Roadster is much like the Coupe only with a bit more refinement. For instance, if you opt for the ventilated leather seats, they're heated and cooled. The air-conditioning system for the seats is separate from the normal A/C, which makes sense in a convertible, right? Because you're going to run into situations where you only want one of your sides cool. The only issue we found is that the seat ventilation system is quite noisy, even with the top down and the wind rushing by. It took us a while to figure out what that extra gushing sound was, but it was the seats. Unfortunately, the orange accented dials are even harder to read in direct sunlight than in the Coupe. And after a third look, we hate the fuel/temp/info gauge even more. If you're wondering, the top takes about 15 seconds to do its folding thing.

When you remove a car's roof, you create compromises. It's rare that compromised cars win over our hearts, let alone minds, because the things enthusiasts love typically get left on the cutting room floor. With a convertible you gain weight and lose stiffness. The less rigid part makes sense, as the C-pillar acts as a brace right smack in the middle of the vehicle. But why do you gain weight? First, remember that car roofs are very light. In fact, adding a sunroof (glass and a motor) tacks on fifty pounds to most cars. Second, unless you want enough cowl shake to jog a can of paint, that missing stiffness has to be added back into the vehicle, usually in the form of large metal plates welded to the uni-body. Finally, you have the weight of the folding top's mechanism – in this case Nissan went with a smoother hydraulic system as opposed to a lighter but jerkier electric one. Add it all up and going topless is usually a dynamic let down.

Besides aesthetics, another positive attribute of designing the car as a Roadster from the start is that the 370Z is already plenty stiff. So much so that the new Roadster weighs 150 pounds less than the 350Z Roadster, even though the 370Z Coupe is fifty pounds heavier than the 350Z. And the Roadster only weighs a respectable 200 pounds more than the Coupe. For comparison's sake, that's about the same difference between an Aston Martin V8 Vantage and V8 Vantage Roadster. At the end of the day, there's no shame in selling a 3,430 pound convertible, especially one packing 332 horsepower and equipped with a slick-as-snick six-speed manual.

Which leads us to how the 370Z Roadster goes down the road. Typically, we aren't thrilled with convertibles as driving devices. Don't get us wrong, we love the idea of open top motoring, but often times removing a vehicle's roof is akin to cropping out part of its soul. For instance, whatever is special and wonderful about the new Shelby GT500 is thrown out the window (no pun, no pun) once the top gets neutered off. The scalped cars get slower, sloppier and softer. Not what we want in a sports car. Obviously, certain vehicles defy this gripe of ours, like the Mazda Miata, Porsche Boxster and, now, the Nissan 370Z Roadster.

That's right – Nissan's newest is a runner. You can forget about those rogue 200 pounds – top up or down, they don't make a bit of difference. Nissan brought along some regular 370Z Coupes for us to drive side-by-side and you honestly don't notice an acceleration hit when going from coupe to convertible. In fact, the Roadsters ran with the Coupes just fine. However, you do notice how much more thrilling everything is when the top is dropped. The car suddenly feels more charged, more electric, more alive. One knock on the fixed-head 370Z is that the cabin is a little stuffy. Not bad, per se, but you never really get the sense that you're driving a sports car, even if you're outrunning a Cayman (Nissan relentlessly benchmarked the Cayman when developing the 370Z). The Roadster changes all that, and then some.

2010 Shelby Super Snake as good as a Ford Mustang gets

2009-09-10T00:39:00.000-07:00

At its crudest, the equation for bewitched driving is simple: horsepower + handling = magic. If you can only have one, you'd probably go for handling since the motion of driving is most closely and kinetically tied to the dynamic act of handling. That basic breakdown is what has made the Dodge Viper a lot of fun, and the Lotus Elise a lot of fun to drive. Yes, we enjoy driving the Viper, too, but you know what we mean. Big horsepower is relatively easy. Great handling is relatively difficult. That's why big horsepower and great handling together is so mythical it's like the marriage of a unicorn and a centaur – you just don't see it. (Which might be a good thing, because we're not even sure such a union would be legal in most states.)

And in the case of the Shelby Super Snake, it can definitely turn into the highly illegal, very, very quickly.

We drove the 540-hp GT500 and really liked it, but it took a day on the race course and drag strip to scribble its name in our "Win" column. That car on long, open back roads – the roads it was meant for – was a hoot as long as things were smooth. On tight, bumpy, twisted knots of road, the car's live rear axle made us back off quickly, too scared we were going to go over a rather vertiginous cliff after bouncing into the opposite lane.

The 435-hp Roush 427R, by comparison, was just right. Fewer horses to pull the cart, but the suspension upgrades turned the car from a quarter horse into the kind of any-road-any-time sporting proposition we could get down with in SoCal. And 435 supercharged ponies are still plenty to get you from one corner to another quickly, no matter how closely spaced or far apart they are. The lesson again: manageable power.

So we wondered which side of the corral the 750-hp Super Snake – showing up with 315 more horsepower than the Roush, an entire V8 Mustang full of additional go – would fall on. The quick stats for comparison:

Ford Mustang GT: 4.6-liter V8, 315 hp, 325 lb-ft, five-speed manual, 3,550 pounds
Roush 427R: 4.6-liter supercharged V8, 435 hp, 400 lb-ft, five-speed manual, 3,688 pounds
Shelby GT500: 5.4-liter supercharged V8, 540 hp, 510 lb-ft, six-speed manual, 3,917 pounds
Super Snake: 5.4-liter supercharged V8, 750 hp, 710 lb-ft, six-speed manual, 3,944 pounds

The Super Snake adds a double century to the power and torque numbers of the next nearest Mustang – the one that felt nose heavy and hopped all over the place – with a negligible weight gain. That comes courtesy of a Ford Racing Supercharger upgrade kit and a JBA manifold and back system. If we only had the chart to decide how to drive, we'd look for the longest, smoothest road we could find. Or an undertaker.

Before that, though, we'd have to get acquainted with the way it looks. To our eyes, the GT500 is OEM badass – definitely brings the 'tude, but never gets close enough to the edge to go overboard. The Roush is striking-yet-smooth aftermarket badness. The Super Snake is Moloch. The Shelby hood is angrier, the 20-inch wheels that hide six-piston brakes up front look ginormous, the carbon fiber splitters appear to want to cut more than just air. You look at the Super Snake from almost any angle feel like withering as you ask, "What do you demand of me?" It should come with a permanent low hum and weird supernatural glow. And a tongue.

Inside, it's a Mustang, save for the three gauges mounted on the A-pillar for boost, fuel pressure and oil pressure, and the Shelby plaque. We only had the car for a few hours, so the plaque we never bothered looking at. The gauges we never had time to look at.

The car is mechanically a six-speed, but in practice it's a five-speed. First gear is good for parking lot speeds, but when you get down on the thing you have to shift immediately. It's like an appendix – still hanging around, but you're not really sure what it's good for; it's not like you couldn't pull away in second gear when you have 750 equines pulling for you.

It's first gear alone, though, that brought out an impossible-to-surmount-without-fancy-aids flaw – if you can even call it a flaw – in the Super Snake. You can forget about adhering to a non-smoking policy if you don't take good care with the throttle in first. In fact, the Super Snake will cut loose all the way up to fourth gear and triple-digit speeds, which about used up all the bravery we had.

The Ford Racing suspension with dynamic adjustable dampers, lowered springs, new stabilizer bars and front strut tower brace is outstanding, but even it and the Pirelli P-Zeros with which it's partnered couldn't stop the stampede. From a stop light, between trying to shift out of first quickly while not getting sideways (and failing almost every time to pull off both simultaneously), we left a lot of rubber on the road and a made a lot of mental notes to go a little easier on the gas next time.

But from second gear on this serpent is top notch on straights and through corners and, crucially, over bumps. We drove it over the same roads we had just been plowing in a Porsche Panamera 4S and Aston Martin DBS Volante, Carmel Valley Road, and the Super Snake did the trick so well we drove it further than both of those cars just to make sure we weren't missing anything or fooling ourselves. While there was a little wheel hop with the Super Snake, it wasn't anywhere near enough to make us think of backing off, and you were able to get back on the power so quickly that the grunt made up for the finesse of the other two cars. It's like the big hungry carnivore in the movies that overshoots corners but has more than enough scramble to stay in the chase. A little less maneuverabililty but a lot more muscle means it will work a little harder, but it is definitely going to eat you.

2010 Acura TSX V6 sacrifices twisties for long-haul cruising

2009-09-10T00:36:00.000-07:00

The 2010 Acura TSX V6 is something of a consolation prize. At the 2008 Detroit Auto Show, Acura showed off a new 2.2-liter four-cylinder diesel and said it would launch in the U.S. this year. A few months later in New York, Honda's luxury arm showed off the all-new second generation TSX sedan, and we expected to be driving the culmination of the two right around now.

When Acura unveiled the new TSX last year, it was the second model after the RL to get the controversial shield grille, and in the interim we've seen the new proboscis affixed to the rest of the automaker's lineup, from the MDX to the all-new ZDX crossover. Although the new nose has endured its fair share of criticism, a quick glimpse at Acura sales shows the buying public isn't as adverse to the rhinoplasty and, prior to the late 2008 economic collapse, TSX sales have grown over the prior year. Since then, the drop-off has been consistent with the market, and for the first time in years, people are actually talking about Acura styling rather than being wholly unaware of its existence.

Aside from The Shield, the only visual changes on the V6 model are the rear deck-lid badge, an 18-inch wheel package and a slightly larger lower air intake under the front bumper to help cool the larger engine.

The interior carries over from the standard four-cylinder model, which, regardless of what you think of the outside, is largely a good thing. The TSX has the same great seats found in other Hondas and Acuras, making up for the lack of adjustments with plenty of lateral and leg support.

The dashboard is well laid out with independent controls in the center cluster for the audio and navigation system. Acura's control knob system was definitely superior to BMW's iDrive and Audi's MMI when it debuted several years ago. However, the user interface is starting to get long in the tooth both visually and functionally. Newer designs from Ford, BMW and Audi have higher resolution screens and easier to navigate menu structures, but it still serves the purpose and serves it well.

While four-pot variant is available with a six-speed manual gearbox, the six-cylinder model only comes with an automatic. Unlike the Buick LaCrosse, whose lever is too low and too far back, the shift lever is well forward on the console in the same position as the manual unit and falls easily to hand. For those who still want to manage their own ratios, Acura has fitted wheel-mounted paddles with the appropriate left-down, right-up arrangement.

If there's one interior annoyance, it's the automatic locking mechanism. The doors of most contemporary cars either unlock when you put the car in park or when you pull the door handle. With the Acura (and Hondas, for that matter), only the driver's door unlocks, leaving the rest of the occupants to manually fumble with the door switches before extricating themselves.

The V6 in the TSX is the same 3.5-liter unit found in the base TL, meaning 280 horsepower and 254 pound-feet of torque are being channeled to the front wheels. Unsurprisingly, the 50 percent bump in torque is immediately noticeable. Unfortunately, the mantra that torque is good and more torque is better is largely targeted at rear-wheel-drive cars, or at least front drivers that know what to do with it. Sadly, the TSX doesn't seem to fit into that category. At the launch event for the TSX V6, Acura representatives identified the BMW 335i, Lexus IS350 and Audi A4 3.2 as the chief competitors for this new model. Leaving the rear-wheel-drive Bimmer and Lexus out of the mix, we've got to focus on the the A4 – although it's no longer available in the U.S. with a V6. It did, however, come equipped with standard quattro all-wheel drive last year. Which begs the question: Honda has a fantastic torque vectoring all-wheel drive system in every other model in its lineup, so why isn't it available on the TSX? This omission is truly unfortunate.

Put the TSX into Drive or Sport and the first thing that happens when you touch the gas pedal is a strong tug to the right on the steering wheel. On most surfaces, this is followed by a squeal from the front tires even with very moderate throttle application. While Acura has equipped the TSX V6 with a larger wheel and tire package, it seems to be one geared more toward long tread life than actual grip. A 40-percent bump in power and 50-percent increase in torque applied through the same wheels expected to manage directional control requires more than just a plus-one tire/wheel sizing. The front geometry of the TSX needs a significant re-work if it's expected to be responsible for this work-load – and some grippier rubber would be at the top of our mod list.

On the other hand, when merging onto the freeway or making a pass on a two-lane road, the increased power is welcome. The extra thrust is easily accessible with a tap of the left paddle and a squeeze of the throttle, although the transmission's responses could be quicker. Anticipating acceleration events with an early down shift helps mitigate the laggard responses, but we're hoping that when Acura rolls out its new six-speed gearbox in 2011, the TSX is one of the first recipients.

2009 Volkswagen CC Sport is a mid-size segment buster

2009-08-29T08:29:00.001-07:00

Good looking isn't even the right word for VW's rebodied Passat. Handsome, exquisite, sharp, revolutionary and awesome all spring to mind. But, let's just settle on two: segment busting. Not only that, but the CC renders the current Passat about as desirable as a late-model Ford Five Hundred. Which is to say, not at all. In fact, with the exception of third rear-seat, we can't think of a single reason to choose a Passat over the CC. Not one.

Price? You want to argue price? Okay – the Passat starts at $28,300. The CC? $27,100. And the CC gets better gas mileage, too. So your total costs ought to be less. How's that possible? Probably because of improved aerodynamics, as the Passat is only 44 pounds heavier than the CC we tested. Of course, both cars have identical wheelbases and widths, though the CC is half an inch longer. Our tester had but one $375 option (Sirius) and a $750 destination charge, bringing the total to $28,225 – $75 less than a Passat. To summarize, buy the CC.

The interior's better, too. In fact, this is one of our favorite cabins currently on the market. It has the 'no compromise' character found in Piech-mandated VWs like the Phaeton and O.G. Touareg, though the absolute quality of the materials has been taken down a shelf or two. Still, imagine the haptic quality of an Audi without all the fussy, cluttered and oddly placed buttons. That's how VeeDub laid out the CC's controls. Props are given for the two-tone dash layout (in this case black and tan), which is a wonderful change of pace from the usual Germanic black-as-my-soul theme. Special praise is reserved for the two-tone, pleated leather seats – all four of them. The quad thrones conspire with the overall roominess to make the cabin an excellent place to spend some time. Yes, if you're tall you'll want to sit up front as the sloping roof cuts into your headroom, though we placed a six-foot, four-inch guy back there and he only complained once.

And we haven't even gotten to the best part – the manual transmission! We know sticks are on the way out. We know soon every (new) car on earth will sport a dual-clutch, flappy-paddle autobox and that Volkswagen's own DSG is leading the robotic charge. But for many of us, it's like playing drums without a high hat – what's your left foot supposed to do? We argue that in terms of sheer driving pleasure, four limbs involved is better than three. And we found the CC Sport to be a delight to drive. Surprisingly so. We even liked the ride, which is a great balance between well-damped performance-oriented stiffness and pile-on-the-miles plush.

Combine the six-speed to Volkswagen's tried and true 2.0-liter VVT direct injected turbo with its 200 horsepower and 207 lb-ft of torque and you not only get a bit of sportiness but plenty of real world usability. Getting on the freeway is a snap, getting up to freeway cruising speeds is even easier and according to the CC's computer, 80 mph nets you 31 miles per gallon. That's admirable for such a large machine.

Stillen Nissan GT-R: 620 horsepower, 0-60 mph in 2.9 seconds (w/ video)

2009-08-29T08:25:00.000-07:00

It's been more than six months since Stillen started working on their Nissan GT-R race car and we're happy to report it's finished and already on its way to Eastern Canada where it will compete in the Targa Newfoundland in a few weeks. Before the hopped-up GT-R was loaded on the trailer, Steve Millen and his crew took the car out to the El Toro Marine base for a few shakedown runs. Road and Track tagged along to record some performance numbers that, as you might expect, are nothing short of impressive.

Thanks to a huge list of performance parts, the Stillenized GT-R produces 620 horsepower at 15psi from its dual turbochargers. Perhaps more importantly, several hundred pounds have been removed thanks to a stripped interior, lots of carbon fiber body components and lightweight racing seats. The extra power and weight savings results in a 0-60 mph time of just 2.9 seconds and a 1/4 mile pass in a mere 11.0 seconds at 127.9 mph. Lateral grip is a gut-clenching 1.1g.

The future of the BMW 3 Series

2009-08-06T06:30:00.000-07:00

The next generation BMW 3-series is set to get some major revisions when it arrives in two year's time. The new model is expected to be the first in the range to get a line of turbocharged three-cylinder engines in both gas and diesel variants, and will likely be 1.5-liter units -- essentially halved versions of the latest generation inline-sixes.

BMW's current six-cylinder diesels use a sequential dual turbo setup with small and large blowers to provide quick response and better top-end power. The new engines may use an electric motor to spin up the turbo more quickly allowing the use of a single turbo for reduced weight and complexity.

Aerodynamics will also be a major focus of the new 3 with the expected inclusion of front wheel air curtains. Ducts in the lower front bumper will route air out just ahead of the front wheels, creating a virtual wheel skirt. The high velocity over the wheels will prevent air coming around the sides and spilling around the wheels, one of the major sources of drag.

Other areas of improvement will include weight reductions, the incorporation of hybrid drive technologies, low-power climate control systems and eight-speed automatic transmissions. All that and more could be in showrooms as early as 2012.

[Source: AutoCar]

2010 Volvo XC60 delivers on looks and lux - handling, too.

2009-08-06T06:26:00.000-07:00

Our XC60 tester was an all-wheel drive T6 model with a price tag of $42,250, which includes Volvo's $2,700 multimedia package with a high-end Dolby Surround Sound system, navigation, and a backup camera, as well as a $1,000 climate package bringing with it heated seats and washer fluid, rain sensing wipers and an air quality system. The panoramic moonroof on our tester normally carries a price tag of $1,200, but it is currently being added to all XC60s free of charge.

From the outside, the XC60 is all Volvo, with an XC90-like nose and clean, uncluttered lines accentuated by broad shoulders. Though the XC60 shares plenty of design cues with its larger sibling, the smaller crossover pulls off the corporate Volvo look more gracefully and easily competes with its segment-mates where inoffensiveness tends to trump dynamic styling.

With a six-speed automatic transmission handling shifting duties and delivering the 3.0-liter inline-six's 281 horsepower and 295 lb-ft to all four wheels, the XC60 feels a bit heavy off the line, but there's plenty of pop available once you get all 4,174 pounds moving forward. Although topping the two-ton mark hardly makes the XC60 a bantamweight, it's the lightest crossover among its competitors, and when you slip the transmission into manual mode, the XC60 delivers even more punch from a standstill, though we'd still recommend shying away from stoplight drags. On the fuel economy front, we averaged 18.2 mpg in mixed driving, which puts the XC60 in the middle-of-the-pack for AWD crossovers of this size.

The platform underpinning XC60 is shared with several vehicles, including the Land Rover LR2 and the Ford Mondeo. While notably more edgy than the larger XC90, this smaller Volvo still errs more on the side of cruiser than corner cutter. However, Volvo didn't engineer a wallowing pig. The XC60's AWD system and sturdy suspension still manage to keep the CUV's motions in check, with confidence-inspiring grip and minimal roll. More importantly, the XC60 can be driven long distances in comfort, though its overall ride quality is stiffer than some of its competitors – a compromise we're willing to take if it means we're not scraping the side mirrors through the bends.

And since the XC60 carries the Volvo name, it comes equipped with just about every safety feature available on a production vehicle. Our tester came without adaptive cruise control or a heads-up warning display, but the standard equipment alone was plenty impressive, with the XC60 arriving with an armada of airbags, seatbelt pretensioners front and rear, and so on.

Whether you're a young family or an empty-nester, if you're shopping luxury crossovers and reading Autoblog, chances are you're looking for a rewarding driving experience and plenty of cargo space to fit your things and friends. The XC60 is five inches shorter than the Lexus RX, yet its wheelbase is over an inch longer and its track is an inch wider. Practically speaking, interior space is nearly as good, with total passenger volume within two cubic feet of the RX – the only major difference in metrics being in terms of cargo space.

Volvo took pains to ensure that its newest offering was fitted with high quality, soft touch materials that reward the road warrior behind the wheel. We applaud the use of king's thrones that double as front seats, as the leather-wrapped chairs are among the best in the business. The massive Vista moonroof, with its vast amount of glass and large opening area is a delight, and when you consider its included in the MSRP, it makes the deal that much sweeter. Buttons, knobs, and HVAC controls are also pleasantly intuitive and well within the grasp of even the shortest of arms, making the the XC60's cockpit easily one of the best in its class. But as much as we liked the execution of the XC60's interior, Volvo's navigation system is easily some of the worst mapping tech we've experienced in years.

Unlike most modern sat-nav units, the Volvo's unit isn't a touchscreen, nor doesn't benefit from a knob near the shifter or pack any buttons in the immediate area surrounding the display. Instead, nestled away in the center console, you'll find... a remote control. When that's lost forever (and it will be), you'll have to rely on an even more ill-advised joystick array mounted on the back of a steering wheel spoke. No matter the input method, neither interface is particularly intuitive and the software behind it is dreadfully antiquated. If Ford's nav system is a PhD, General Motors' an associate's degree, and BMW's iDrive a high school equivalency diploma, Volvo's system lands somewhere south of an incomplete on an elementary school geography quiz. It's that bad, and even worse considering Ford set the new standard for ease-of-use with its Sync setup.

The 2009 Mercedes-Benz G550 makes us feel glücklich

2009-08-06T06:25:00.000-07:00

There is little about the Geländewagen that one could call attractive. There are no "lines" of the variety that make aesthetes coo. The fender-mounted turn signals strike us like carbuncles. From the front, the Xenon headlights framed by the chromed bumper guard make it look studious, like a warthog wearing glasses. Without even the rounded lines of the Range Rover – another tall and stupendously upright vehicle – the G550 looks like it is always at attention and will never be at ease. If anything, the attempt at sleek in the rake of the windshield (which does form a nice bodyline that runs all the way to the front wheel arch) only stands out as an absurdity against the perpendicularity of the rest of the vehicle. If we were a product planner looking at the rear of the vehicle, our first question would be, "We're going to sell that? To civilians?"

Still – and we'll be the first to admit that this is this blogger's personal view – the G550 is not unattractive. In fact, it actually seems to transcend the idea of attraction at all; it is simply the ultimate in pragmatism. Crampons aren't beautiful, but they are wonderfully useful. Tubas aren't beautiful, but they can make wonderful noises. A Porsche key fob isn't beautiful, but it can make wonderful events happen on any given night.

Likewise, the G550 isn't exactly beautiful, but it can do wonderful things.

Number one among them: it's nothing but fun to drive.

As soon as we got in, we were all smiles. Why? Because -- and Mercedes might shoot us with a Heckler & Koch for this – the seating position takes us back to being behind the wheel of our favorite old pickup truck. The G550 is bolt upright and close; there's plenty of room, but the cabin isn't spaced out like it is even in current trucks. Everything is a flick away: you roll down the giant windows and slide back the giant sunroof, rest your left elbow on the door, rest your right wrist on the steering wheel, and cruise the streets like an urban cowboy with in a leather-lined chariot with 610 watts of 5.1-channel audio gold pumping out the latest T.I.... or Rhinestone Cowboy, if that's how you roll. We had fun, fun, fun, until Mercedes took the G550 away.

What's wrong with it? Well, technically, nothing, since the G550 is a niche vehicle that sells not even 3,000 units a year. It's like asking 'what's wrong with the Koenigsegg?' If you have the dosh to throw $100,250 at an eight-cylinder brick, then you've got at least four other cars that can check off all the necessary luxury boxes. And that's not including the rides stored at your villa in Mallorca.

But if we must compare, we'll say that the design of the G550 is all over the place. It's best not to think of the G550 as a dated military-derived SUV but as a dated military vehicle with some consumer concessions. It's silly tall, but the door handles are way down low. It has a giant windshield, but tiny windshield wipers, like the arms on a Tyrannosaurus Rex. If you want to hear the sound of small-caliber gunshots, close the doors; it's an undamped explosion of metal-on-metal. Mercedes' typical Rube Goldberg multiple cupholder contraptions are replaced by a single cupholder and a bunch of netting elsewhere.

Other than the windshield, the vehicle is utterly vertical and this leads to a woeful degree of reflections. Given the cover of night to play with, light bounces so freely around the cabin that when we had our Blackberry in the center console behind the gearshift, buried deep between the front seats, we were distracted by the flashing light of the phone on the driver's side window because it was bouncing off the windshield.

None of that matters, however, and for the same reason that you don't nitpick the foibles in a K10 Chevrolet Blazer or an International Harvester Scout: it's a hoot to drive. The steering wheel is meaty and the steering is direct enough, even at highway speeds. The 5.5-liter V8 has gumption aplenty: 382-horsepower and 391 lb-ft of torque – this is a 5,510-pound vehicle that can lope to 60 mph in six seconds. The seven-speed auto kicks down quickly, and a massive lump of torque is available from just 1,000 rpm which keeps hunting and lugging in check. The suspension compromise – on-road civility forced to share a bunk with massive off-road prowess – is just as refined as you'd get on the Land Rover Range Rover or Lexus LX570. We wouldn't recommend an autocross, but the G-Wagen will take the occasionally surprising highway curve at speeds that get your attention and the attention of the people in the next lane.

Lamborghini hybrid coming in 2015, next-gen models available with either AWD or RWD

2009-08-06T06:20:00.000-07:00

Following closely in the footsteps of its rival from Maranello, Lamborghini CEO Stephan Winkelmann has confirmed in an interview with German Automobilewoche magazine that the Italian purveyor of high-end supercars is working on a hybrid Gallardo. Not surprisingly, the electrically assisted Bull is expected to hit the market in 2015 – the same year as the upcoming fuel-saving Ferrari.

In contrast to the recently announced fully electric SLS Gullwing from Mercedes-Benz, Lamborghini's eco-friendly efforts won't include replacing the traditional gasoline powerplant completely. Instead, Winkelmann suggests that a small electric motor would be used solely to get the car moving at low speeds, after which either the expected V10 or V12 engine would kick the fun into high gear.

Worry not, Lambo fans – there's no chance the company will lose focus on its high performance roots. In fact, the boys at Inside Line report that both the Gallardo and Murcièlago lines are destined to receive dedicated track-ready Balboni-style rear-wheel drive models to augment the automaker's already amazingly capable all-wheel drive supercars.

[Source: Popular Science]

Toyota Corolla passes Ford Focus as top C4C car; program extended thru September

2009-08-06T06:18:00.000-07:00

The more things change, the more they change back again. Or something. As of August 3, Reuters reports that the number one car Cash for Clunking consumers were purchasing was the long-in-the-tooth Ford Focus. Well, just two short days later, the Focus has been dethroned and Toyota's Corolla – the best selling car in the history of the world – has reportedly taken the crown. Two fun piece of relevant (if tangential) trivia – Corolla means "little crown" in Latin, and one example is sold about every 40 seconds, meaning that by the time you finish reading this post, two more will have found homes. In case you were wondering, Ford's price leader drops to number two and the Honda Civic has shifted into third place. Toyota has two other cars rounding out the top five, the Prius and the Camry. And just over 80% of the clunkers being traded-in are still trucks.

To date, 180,000 new cars have been sold as a result of the C4C program. So far, the program's total government expenditure amounts to just over $775 million. Late Wednesday, the Senate reached an agreement that would pour an additional $2 billion into C4C coffers. Additionally, consumers will now have until September 1 to trade in their old cars and receive a voucher for between $3,500 to $4,500. The new plan was largely pushed through by Senate Majority Leader Henry Reid, who pointed out that Democrats have enough votes to approve the new plan as well as reject any changes to it. Cheers to Matt and several others for the tip.

[Sources: Fox News]

Corvette Racing GT2 car to be unveiled on Tuesday

2009-08-02T06:23:00.000-07:00

While the 24 Hours of Le Mans was the swan song for the GT1-class Corvette C6.R, the fellas at Corvette Racing will unveil the next chapter of the story this coming Tuesday, August 4th. According to the crew at BadBoyVettes.com, that's the day we'll see the new GT2-class Chevy Corvette racer, which will allegedly wear "ZR1-influenced" styling. Beyond that, well, we're waiting along with the rest of you. We can't imagine Corvette Racing would abandon the Jake-emblazoned Velocity Yellow-and-Black livery that has become synonymous with success over the years. They'll need all that mojo and then some in GT2, where the competition is fierce and Porsche and Ferrari rule. And that's fine. Consistent, healthy competition has been sorely lacking for the Vettes, which have essentially just raced each other recent years, so this ought to be fun. The GT2 Vettes spring into real action on August 8, when ALMS visits Mid-Ohio. To the GT2 field: Check your mirrors. They're coming. To the rest of you in readerland: Check your local listings and set those DVRs.

[Source: BadBoyVettes.com]

2010 Suzuki Kizashi unveiled!

2009-08-02T06:14:00.000-07:00

We've gone to some unusual places for new product unveilings, but today's reveal of a new mid-sized sedan from Suzuki may be one of the most ironic. For some reason, the small automaker of mostly small cars chose a World War II memorial in suburban Detroit for the global reveal of its most aggressive attack yet on the heart of the U.S. car market.

Suzuki quoted for us a Global Insight study that projected a 45% recovery in the U.S. auto market over the next two years. They expect much of that to be in the smaller car segments in which the company competes. Even through the worst of this market, Suzuki has been one of only two Japanese automakers to be profitable. In fact, it's been profitable for 57 consecutive years. The Japanese Domestic Market Wagon R has been the number one selling car in Japan for the last four years.

The company now hopes to build on the success of the SX4 in the U.S. and become more of an "aspirational brand". They want younger buyers who "travel light and live fully" and a promotional video they showed to illustrate this made it sound like Suzuki wants to transform itself into Subaru. So far it seems to be working with residual values after 36 months rising from 34 to 48 percent between 2005 and 2009.

American Suzuki also has a new leadership team that starts with Kevin Saito, the new president of the company. Saito previously led Suzuki's efforts in India where the company now has a 55% market share and is more profitable than ever.

The next big step for Suzuki is the Kizashi sedan, which brings the brand into a segment that few people would have associated with Suzuki cars until now. In part the company wants to bring its car image up to par with its motorcycles. That means a much more sporting image. The Kizashi has been completely engineered and designed in-house at Suzuki to that end. The name apparently means "something great is coming", and that's what the company is hoping for.

Gene Brown, VP of marketing and PR, told the group that the world doesn't need another "soul-less transportation appliance", but does need something with the handling and craftsmanship of a European sports sedan and the value of a Suzuki. A video shown during the presentation said that luxury performance cars are no longer just for old rich guys, alluding to the average age of Lexus buyers (55 years old).

Steve Younan, director of product planning, actually gave us the run-down on the Kizashi. Among the cars Suzuki targeted were the Acura TSX, Volkswagen Passat and Alfa Romeo 159 – certainly a higher benchmark than Suzuki cars have previously aimed for. That meant good steering, responsive handling and entertaining performance while retaining good ride quality. The result was a multi-link rear suspension, high performance dampers, 18-inch wheels and high-end Akebono brakes. We've seen plenty of spy shots over the past year of the Kizashi at the Nurburgring, so hopefully the on-the-road reality will live up to the specs.

Underhood, the sole engine is a 2.4-liter high-output four-cylinder with variable valve timing. Power can be sent through either a manual six-speed or CVT transmission, the latter of which comes standard with paddle shifters. The Kizashi has stability control and eight air bags standard, and also meets the 2014 side impact "pole test". We're told that the stability control has been optimized to provide good performance without being too intrusive, and an all-wheel-drive system that's integrated with the stability control will be optional on the sedan. Suzuki is also working on a hybrid version of the Kizashi that will be unveiled after the gas-powered model goes on sale, and a V6 is also in the cards.

The Kizashi has a 107-inch wheelbase, 183-inch overall length and 72-inch width, making it smaller than class archetypes like the Toyota Camry and Honda Accord. Final power and mileage numbers won't be released until closer to its on-sale date this Fall, but expect somewhere in the 180-200 hp range and 30 mpg on the highway.

Inside the Kizashi gets standard sport seats and a decidedly upscale interior. The design is clean, appears well executed and should feel right at home to buyers of some premium brands. In spite of all this, Suzuki is planning to price the Kizashi in the same range as more mainstream models like the Camry and Mazda6. That means it should run from the high teens to mid-$20k range.

Will the Kizashi be a breakout hit for Suzuki here in the U.S.? That's hard to say, as the mid-size sedan segment is teeming with more established and evolved models, none of which are laurel resters and all of which aspire to give buyers a "premium" feel for pedestrian dollars. Hopefully Suzuki is baking elements into the Kizashi that will set it apart, otherwise this Japanese brand will remain on the outskirts of this market's most contested car segment.

Valentino Balboni introduces his namesake Lamborghini Gallardo LP550-2

2009-08-02T06:13:00.000-07:00

If you've spent any time behind the wheel of a Lamborghini Gallardo LP560-4, the notion of a more sporting version is pretty close to absurd. Of course, we're not Valentino Balboni, the man who's logged more miles behind the wheel of more Lamborghinis than any other human being in the history of Earth. While we'd be thrilled to one day break his record, we probably won't. Balboni has served as Lambo's test driver since 1967, and in 1973 began sitting behind the wheel of all the prototypes, including the Diablo, Murcielago and Gallardo. Few cars have left Sant'Agata without Balboni's stamp of approval, so when a new bull appears, "conceived in line with [Balboni's] own thinking," you can be assured it will be special. How special was up for debate -- until we watched the video of Lamborghini Gallardo LP560-2 Valentino Balboni in action. Not to give anything away, but wow. And while on some level we know it's just slick corporate propaganda, on another, Balboni really does seem honored by the fast car with his name on the left window. Also, be sure not to miss the Estoque Easter egg. Lambo LP550-2 Valentino Balboni video is embedded after the jump. Go there now.

2010 Nissan Leaf electric car: In person, in depth -- and U.S. bound

2009-08-02T06:11:00.000-07:00

It would be easy to paint Nissan as late to the burgeoning U.S. green party, as the company essentially only counts the Altima Hybrid to sell among its alt-fuel offerings – and that sedan utilizes technology borrowed from Toyota, and it's only sold in a few states in small volumes. While that may be the case, Nissan says their near-term prospects are really quite different. While the company has admittedly been cautious in marketing alt-fuel vehicles in North America, they have been hard at work developing electric vehicles – as well as the advanced lithium-ion batteries to support them – since 1992. What's more, officials say they are now singularly well-placed to leapfrog "transitional" powertrain solutions like gas-electric hybrids in favor of genuine zero-emissions vehicles, and they are promising that their first pure-electric car will reach U.S. shores late next year.That car, the Nissan Leaf shown here, is the reason we find ourselves in the company's brand-new Yokohama headquarters today. Designed as a four-to-five seat, front-drive C-segment hatchback, Nissan says the Leaf is not just for use as a specialty urban runabout, but rather, it was designed as an everyday vehicle – a "real car" whose 160-kilometer+ (100 mile) range meets the needs of 70% of the world's motorists. In the case of U.S. consumers, Nissan says that fully 80% of drivers travel less than 100km per day (62 miles), making the Leaf a solid fit for America's motoring majority, even taking into account power-sapping external factors like hilly terrain, accessory draw, and extreme temperatures.

As we noted, it would be fair to say that in North America, at least, Nissan has been something of a laggard in publicly promulgating and promoting an alternative fuel strategy. Instead, in recent years, the Japanese automaker has seemingly focused on burnishing its performance image, bringing powerhouse offerings like the GT-R and the 370Z to market –not to mention augmenting their lineup with accomplished new crossovers and luxurious Infiniti vehicles. Not that we're complaining, mind, but the company's apparent focus on these segments has had us wondering about how the automaker views its long-term energy responsibilities and prospects.

During that same time period, Nissan's fellow countrymen at Toyota and Honda have made very public strides in not only offering hybrid vehicles, but also marketing the lifestyle and successfully positioning themselves as benevolent, eco-friendly corporations. Similarly, European automakers like Volkswagen and Mercedes-Benz have invested heavily and openly in clean-diesel technology, and American automakers have produced a startling number of keenly fuel-efficient gasoline-engined models, not to mention hybrids and scads of E85-capable vehicles - all while publicly priming us for extended-range offerings like the forthcoming Chevrolet Volt. Nissan says they have a lot of alternative propulsion vehicles in the pipeline for America – including hybrids – but the Leaf is the first concrete evidence we have of that commitment.

Ay Dios Mio! 2011 Lincoln Mark LT spotted south of the border

2009-08-02T06:10:00.000-07:00

The Lincoln Mark LT never really worked out according to plan. The thinking was that trucks and SUVs were so hot, all you had to do was rebadge 'em and then roll around in all the easy money. And while that worked wonders for Cadillac via the Las Vegas-a-riffic Escalade EXT, Lincolns with beds just never got any play. In fairness to the LT, the stage for failure was set by the Blackwood, a truck only intended to appeal to polo players (the bed was carpeted). The LT, on the other hand, was essentially a fully-dressed F-150 with Lincoln badges. Lincoln Mark LT production stopped in late 2008 and no one cared. Except, apparently, Mexicans.Despite all that, last March brought us some spy shots of a 2011 Lincoln Mark LT running around the Detroit metro area. Huh? Well here's the thing: These trucks are headed down south -- way down south. Turns out that the Lincoln brand still has a certain cachet in Mexico, and our neighbors to the south see no problem in shelling out a little extra for the honor of the badge. Don't laugh, there are plenty Americans who routinely shell out around $50,000 for the same truck with a Ford badge (the Lincoln Mark LT is essentially the Ford F-150 Platinum).
Anyhow, here's a pre-production 2011 Lincoln Mark LT running wild somewhere in Mexico. We thought maybe we'd be able to tell from the license plate, but that's definitely a 2002-2007 Distrito Federal plate. Frankly, this truck could be anywhere. But seeing as how most of us don't know our Aguascalientes from our Hidalgo, what's it matter where? The larger point is that in a few years time if someone asks you to bring them the head of Alfredo Garcia Jr. and you want to do so in high style, has Lincoln got the lux-truck for you.

[Source: Auto Cosmos]

Nissan Forest air-con utilizes aromatherapy, 'natural' breezes to reduce fatigue

2009-07-26T01:39:00.000-07:00

Rolling down your vehicle window to get a breath of fresh air may be unnecessary in your next Nissan. The Japanese automaker just announced the development of its new "Forest AC" air conditioning system, an automotive climate control setup designed to control humidity, aroma, and other ambient factors in addition to the temperature and air cleaning features found with current systems. According to Nissan, the Forest AC is the first automotive system in the world created to make driving more comfortable based on the driver's mental activity.The development of the optimal artificial atmosphere for driving was based on Nissan's studies of how surroundings influence the physiological state and senses of test subjects. Researchers found that when humans were exposed to certain aromas (e.g., fragrant wood and leaves) combined with ventilation simulating natural breezes, they were alert and focused yet free from unnecessary tension. While there is no word if the scent of freshly baked waffle cones has the same effect, Nissan says we'll see Forest AC on the new Fuga scheduled to debut in Tokyo later this year. Check out the fragrant details in the press release after the break. Thanks for the tip, Richard!
[Source: Nissan Motor Co., Ltd.]

2009 Audi TTS is our Orange Crush... but only just a crush

2009-07-26T01:37:00.000-07:00

The Audi TT is a highly entertaining package -- good looks, great personality, terrific cabin feel, solid handling and a good price. Yet with the TTS here and the TT-RS on the way (well, not for us Americans, but...), the TT becomes something like The Girl Next Door who you just found out has two hotter siblings.

Choosing the S version of any Audi is like ordering a large combo meal – it avails you of more of everything. Your grand hunger for speed, handling and details is meant to be sated by more horses, a better suspension and sharpened bodywork. The TTS addresses this under the hood by adding dollop of forced-induction goodness to the already turbocharged 2.0T FSI engine, juicing its numbers by 65 hp and 51 lb-ft of torque over the base TT for a total of 265 hp @ 6,000 RPM and 258 lb-ft @ 2,500 RPM. The 3.2-liter V6 TT is also down, by 15 hp and 22 lb-ft. Outside, the TT S lords its burliness over both its staid siblings with an angrier front fascia, rear skirts and rocker panels, chrome mirror accents and 18-inch split-spoke wheels.

If all of that proves insufficient, you can dress the car in Solar Orange, or, as we preferred to call it, Orange Julius. And there's nothing wrong with that... if that's what you like.
But the performance – and color – issues aren't the only hurdles for the TTS to overcome. The initials "TT" don't merely serve as a model name, they are a way of life. TT, which stands for Tourist Trophy, is a holophrastic moniker that describes a car as well as its buyers, much the same way as "M3" and "Lexus". Just like the chicken and the egg conundrum, we're still not sure which came first: the Metrosexual or the TT. That means that anything wearing a TT badge needs to stand for something, and stand for it well.

Starting from the outside, one of the endearing qualities of the TT family is the perfect mix of spatial contradictions. We think of it as a small car, which lends itself to the idea of being a sports car. Yet it isn't that small – it's two feet longer than a MINI and 18 inches shorter than a G37 Coupe. Open the door and the cabin appears half buried in the ground, and small to boot. In truth, the car is no hassle to get into, and the cabin feel is just the right kind of enveloping: well and truly roomy yet still cozy, even intimate. The seats carry you far in comfort. The controls are merely a thought and a modest reach away.

The ergonomics, knobs and switches in the current TT don't make the same impact as those that sprang on scene in The Cabin, but they too are mindlessly simple to employ – save the MMI's handling of iPod tracks. When you flip through a folder, it lists the track's number, not the name, and although we're intimately familiar with the contents of our iPod, we have no idea which song is #86 and which one is #8624. That shortcoming has been addressed in the latest version of MMI and earlier versions can be upgraded, but still...

Cargo space is also laudable, especially when we fall back into that small car feeling. On a run to the airport, the hatch area had room for a large carry on bag, a larger suitcase, a backpack and a laundry bag, and there was still room. And we hadn't got to the back "seats" yet. The surrounding quotes are necessary because the TT S doesn't have thrones for rear passengers – it has a leather-trimmed parcel shelf that resemble seats. Forget about putting people back there. No, really, just fuggetaboutit.

Shelby SuperCars working on hybrid motorhome

2009-07-26T01:33:00.000-07:00

Shelby SuperCars, creators of the Utimate Aero (above), infamously announced last Summer that it would begin building the world's fastest electric car, the Ultimate Aero EV. The company said the EV supercar would be unleashed sometime this summer at an American racetrack in a show of fast laps and fast charging. While that's yet to happen, SSC's Green division has announced plans to put the heart of its electric powertrain inside a hybrid motor-home. A recent agreement with Jones & Sons Chassis will see the All-Electric Scalable Powertrain (AESP) installed into a serial hybrid recreational vehicle platform with a 150-mile all-electric range. The REERV (range-extended electric recreational vehicle) will supposedly be able to achieve a total range of 500 miles and be capable of refilling its battery overnight on the 220V, 50 amp service typically found at campgrounds.
Although no time frame was given for the project, an earlier release from SSC Green states, ambitiously, that they hope to supply over a quarter of the drivetrains needed to reach Obama's 2015 million plug-in car goal. The 260,000 AESP's would be be built at its manufacturing plant if the $30 million Department of Energy's Electric Drive Vehicle Battery and Component Manufacturing Initiative grant to fund their expansion plan comes through. Check out both press releases after the break.

[Source: Shelby SuperCars]

Read more: http://www.autoblog.com/2009/07/24/shelby-supercars-working-on-hybrid-motorhome/

VW chooses Mexican plant for new compact sedan

2009-07-22T17:54:00.000-07:00

Volkswagen Jetta 2.5 Special Edition

Adding a vote of confidence to Mexico's struggling auto industry, Volkswagen has announced that it will begin assembly of a new compact car (working title "New Compact Sedan") in the country next year.

The German automaker will invest about $1 billion in the program, with $400 million of the funds directed towards a new assembly line at its plant in Puebla. The facility currently produces Jetta and New Beetle models – in 2008, a record 450,000 units were produced with about 80 percent of the volume exported.

The news follows the report last year, when Volkswagen announced a $1 billion investment in Chattanooga, Tennessee, to begin production of a mid-size sedan for the North American market. With a capacity of 150,000 vehicles, the Chattanooga assembly plant is scheduled to open in 2011.

[Source: Automotive News]

Porsche readying Carrera 4-based super 911 for 2010 intro?

2009-07-22T17:53:00.000-07:00

Porsche is hard at work at things other than trying to get into bed with Volkswagen. The mill of rumors is abuzz with word that Porsche is preparing a 911 Carrera Supersport (or Sport Classic in America perhaps), a throwback to the 1984 911 Carrera Supersport. The original Supersport was a regular 911 with some of the 911 Turbo model's cosmetic and performance enhancements, such as the Turbo tail, suspension, and brakes.

The one supposedly being readied for next year will take a current 2S model wearing the 4S widebody flanks, GT3-style front and rear bumpers, a double-bubble roof, and supposedly a ducktail spoiler reminiscent of the 2.7 RS. The engine will get Porsche's factory powerkit that boosts horsepower and top speed, the wheels will be up-to-date variations on the classic Fuchs units, and the interior will be rendered in brown leather. Price for the "very limited edition" model is expected to be in the neighborhood of £135K ($220k U.S.).

[Source: Jalopnik | Image: Sloan Cars]

2010 Buick LaCrosse looks to breathe life into old brand

2009-07-22T17:52:00.000-07:00

2010 Buick LaCrosse

Make no mistake, the 2010 Buick LaCrosse is the most important vehicle launched by the brand in decades. Buick, nearly consigned to the dustbin of history a few short years ago, is now one of General Motors' four remaining "core" brands. And if it weren't for the Chinese market's love affair with the marque, there's little doubt Buick would've followed Oldsmobile into the afterlife. Instead, GM is attempting to (once again) refashion the brand as a serious competitor to Acura, Lexus and Volvo, and the LaCrosse is the opening salvo in the battle for hearts, minds and market share – not to mention pocketbooks.

Technically, the "New" Buick was born two years ago when the Enclave debuted, but in reality, that was simply a new segment for the brand. In contrast, the LaCrosse marks the initial transformation of Buick's future. CEO Fritz Henderson has stated that new Buicks (and actually all GM vehicles going forward) must be more than competitive – they must be superb. They can't merely match the competition, they have to surpass them in every quantifiable way. So the launch of the LaCrosse couldn't be more fortuitous or fraught with risk. Developed before bankruptcy, bailouts and government intervention, the LaCrosse is what GM envisioned for the future of Buick over two years ago.

The 2010 LaCrosse is the first North American product on GM's new global mid-size platform (Epsilon II) and it follows the Opel/Vauxhall Insignia that debuted last year. This new sedan is truly a citizen of the world, with engineers at Opel tasked with creating the basic platform and most of the chassis development, while the American team tackled the body structure and the the Chinese handled the interior and the majority of the exterior design. That last part is essential considering the Chinese see Buick as a premium brand, and they wanted to ensure the design and materials were best-in-class.

But when talk turns to the meaning of "premium" and where Buick fits into the marketplace, there's more than a bit of confusion. Time for a class in brand recalibration with Buick-GMC vice-president Susan Docherty. Docherty explains that Cadillac plays in the same "luxury" segment as BMW and Mercedes-Benz, but Cadillac aims at buyers looking for something bolder and more ostentatious – a vehicle they can wear as a fashion statement. Buick, on the other hand, carries the "premium" designation, where Acura and Volvo live, offering many of the same features and functionality while carrying a bit less brand cache.

If this all all sounds like a case of distinction without difference, you might be right, although BMW clearly plays to a sportier demographic than, say, Volvo, even though they play in a lot of the same sandboxes. Docherty also listed Lexus as a competitor to Buick, and broadly speaking, Toyota's luxury marque is generally considered to be a competitor of BMW, Mercedes and, of course, Cadillac. By targeting Brand L, Buick is certainly following Henderson's mantra of aiming high – even if it convolutes the "premium" versus "luxury" argument somewhat.

Brand distinctions aside, it's hard to argue with the LaCrosse' aesthetics. The new mid-size sedan incorporates many of the elements seen in the brand's 2007 Riviera concept, along with details from Buicks of yore that don't come across as retro or cliche. Unlike its conventional, upright and uninspired predecessor, the new LaCrosse features a lower, coupe-like roofline that makes the sedan appear significantly smaller. However, it's virtually the same size as the outgoing model, trading 1.2 inches of overall length for a comparable increase in wheelbase and, remarkably, an additional two inches of height.

The hoodline, beltline and rear deck are all taller than before, while the roof wraps down towards the sedan's haunches, counteracting the additional height by imparting a chopped greenhouse effect. Both the front and rear glass have a significantly flatter slope than before, and since the LaCrosse's sheetmetal will find a global audience, the upright front fascia meets European pedestrian crash standards, the same regulations expected to be adopted in the States. The body surfaces have more pronounced creases in the hood and flanks, including Buick's signature "sweep spear" at the rear quarter, all contributing to an elegant, modern design thoroughly suited for the 21st century.

Three trim levels are available: CX, CXL and CXS. The base CX gets a choice of 17-inch steel or alloy wheels, while the two upper levels get 18-inch rolling stock and the CXS Touring package adds 19-inch hoops along with an adaptive damping system. At launch, the CX and CXL come standard with the new 3.0-liter direct injected V6, while the 3.6-liter DI V6 is optional on the CXL and standard on the CXS. Later this fall, the 2.4-liter DI four-cylinder will be added as the standard engine in the CX and CXL, the only such engine currently available in the segment.

Starting off in a mid-level CXL, it was immediately apparent that the quality of the interior – both in materials and fit-and-finish – was well above what we've come to expect from Buick. The top of the dashboard, door panels and instrument cluster hood are covered in the sew and stitch leather normally reserved for the Cadillac brand, and it isn't exclusive to the range-topping models – it's included as standard across the range. All LaCrosse models also have leather-covered shifters and steering wheels, with the latter benefiting from a thick, easy-to-grip rim outfitted with redundant controls for the audio system. However, the Buick benefits from another form of duplicate controls.

GM Vehicle Line Executive for global mid-sized cars, Jim Federico, explained that while some customers prefer a touch interface for the navigation and audio systems, others prefer a traditional knob arrangement. To cater to as many consumers as possible, Buick provides both setups in the LaCrosse, with most of the controls accessible via the screen or a knob directly below. And for the tech adventurous, most of the systems are also accessible through voice commands by pressing a button on the steering wheel.

Because the LaCrosse has a higher cowl and the base of the windshield is so far forward, the designers created a dashboard that slants away from occupants, lending the cabin a more open, airy feel. It definitely works to counteract the effects of the high beltline, which Federico explained is becoming more popular with consumers who enjoy the "sitting in a tub" sensation (our words, not his) as it increases the occupant's sense of security.

While the explanation is a bit dubious, we were pleasantly surprised that, despite its narrow side glass, the LaCrosse never caused bouts of claustrophobia. Additionally, the sensation of spaciousness is also aided by a relatively narrow center tunnel and door armrests. The use of a standard electric park brake allowed the tunnel to be squeezed down and the shape of the door allows easier access to the seat controls on the outer edge.

The front seats are well shaped and supportive, and should hold up surprisingly well to both aggressive driving and long road trips, while Buick's maximization of interior space within the wheelbase pays dividends for passengers in the rear. For a car with comparatively modest overall dimensions (197 inches bumper-to-bumper), the LaCrosse is positively cavernous inside. Even with a six-foot driver in front, we had at least four inches of knee clearance sitting in the back. The rear seat cushions also elevate to give a theater seating effect, aiding visibility out the front. However, sitting taller in the rear makes the roof curves over the sides more noticeable, although we had no problem with clearance getting in and out of the back.

The central instrument panel juts out slightly from the fall-away dashboard, lessening the reach to controls. Unfortunately, the position of the shift lever is not quite as accommodating. All LaCrosse trims get a Sport mode with manual tap-shifting available by pushing the lever to the left when positioned in Drive. Therein lies the problem. When you pull the lever back to Drive, its position is too low and too far back to be comfortable for tap-shifting and the LaCrosse doesn't offer paddle shifters as an alternative. Given that few people actually do manual shifting of their automatics anyway, this probably won't matter to any but a handful of people – most of which may never consider a Buick in the first place. Left to their own devices, both automatics (the 3.6-liter V6 gets a different, higher torque capacity gearbox) shift with exemplary smoothness and reasonable speed. But there's one more transmission quirk in the LaCrosse.

The majority of contemporary cars we've tested with tap shift capabilities have a "Sport Shift" mode. Simply slapping the shifter into the sport gate without manually changing gears typically enables more aggressive shifts, higher shift points and automatic downshifts during deceleration. While we experienced this behavior on the LaCrosse CXS with the Touring package, the other models we tested were devoid of Sport mode, yet allowed manual shifting. Unlike similarly equipped vehicles with a manual mode, accelerating up to redline just gets you to the rev-limiter, with no automatic shift over-ride, so it's true manual control. This isn't the case on the lesser LaCrosses.

Although the steering wheel doesn't feature paddles, it does an excellent job at its primary task: controlling the car. The V6-equipped models are fitted with a variable effort hydraulic steering assist system, which, unlike most electric power assisted setups, typically provide more steering feedback on-center and through the corners. Federico explained that while developing the LaCrosse, the teams in Europe and North America tested a variety of steering and suspension setups and ultimately decided that a solid steering system, with no slop and ample feedback, would appeal to Americans just as it would to Europeans (hallelujah!). The result is simply the best steering feel we've ever experienced in a Buick. The helm is mercilessly devoid of free-play and the weighting was well-judged no matter the speed. We'll be examining this more thoroughly when we're afforded a full week with the LaCrosse, and hope that when the four-cylinder models arrive later this year (equipped with an electric assist system), the sensation will remain the same.

Both of GM's "high-feature" V6s are smooth running and highly refined, and could easily find a home in any of the foreign premium brands that compete with the LaCrosse. Driving down the road at light-to-moderate loads, the combination of NVH control and the engine's characteristics leave it virtually silent. Plant the throttle pedal and either engine exhibits a very pleasant snarl, with the larger engine motivating the LaCrosse with genuine authority under all conditions. The smaller mill, while making nearly the same horsepower as the previous port-injected version of the 3.6-liter, makes significantly less torque (217 lb-ft), particularly at the low end. The result is a more sedate response before the gearbox kicks down a notch – another situation where we were aching for a set of steering wheel-mounted paddles.

In addition to the perfectly weighed steering, we had no complaints with the suspension and chassis. The structure of the LaCrosse feels remarkably stiff and solid, and never exhibited shudders or rattles. Having 25% more torsional rigidity allows the suspension to control wheel motions without reacting to structural flex and the LaCrosse handled whatever we threw at it with aplomb. Over concrete highway expansion joints that set other vehicles pitching and bobbing, the Buick simply glided over with a muted thump. However, don't confuse compliance with a floaty, old-school American handling. The LaCrosse exhibits the sort of well-controlled body motions and minimal roll one would expect of a premium German sedan, but without the harshness.

Sitting inside the LaCrosse at speed provides a remarkably serene environment. Wind noise was virtually nonexistent and carrying on conversations with "inside voices" allowed us to hear and be heard with ease. Considering that the engineering and design teams were scattered around the world, the LaCrosse seems remarkably well integrated and should prove very competitive in the "premium mid-lux" segment described by Docherty. Whatever you call it, the Lexus ES and GS, Acura TL and Volvo S60 and S80 better look out.

When the 2010 Buick LaCrosse arrives in showrooms this August, the base CX with the 3.0-liter V6 will start at $27,835 with the CXL starting at $30,395 and the CXS going for $33,765. An absolutely maxed-out CXS just barely tops $40K with every available option. The four-cylinder model should be priced slightly less than the 3.0-liter, but it won't be de-contented – it's simply a different powertrain. Buick also ups the base warranty from the three-years/36,000 mile bumper-to-bumper on most GM cars to four years/48,000 miles.

2009 Nissan Frontier continues to blaze the small truck trail

2009-07-22T17:51:00.000-07:00

2009 Nissan Frontier

Small pickups occupy an odd and oft forgotten spot in the over-hyped, Biggie-Sized truck segment, but making a case for their existence remains easy. Not everyone needs a larger vehicle or has the space for a full-size truck, and small pickups offer the utility weekend warriors require without necessitating an organ exchange at the pump. Although not as diminutive as their forebears, today's more compact dimensions are easier to cope with behind the wheel, and in this economy, moving down a rung in the pickup hierarchy is sure to save you a few dollars in monthly payments and insurance premiums. But is it just about a small footprint and an easy to swallow sticker? Or is just best to bite the bullet and option up for what some consider to be a "real" pickup?

The Frontier is exactly what it feels like: a smaller version of the Titan. It drives with a solid and willing feel that's roughly akin to the Maxima of trucks. A 4.0-liter version of the company's ubiquitous VQ engine kicks this thing around with plenty of authority, and the real four-wheel drive rig underneath lends more billy goat ability than most buyers will ever put to use. 261 horsepower at 5,600 rpm and, more importantly, 281 pound-feet of torque at 4,000 rpm, are churned out with an authoritative voice while burning cleanly enough to earn LEV2/ULEV emissions ratings. There is a four-cylinder version of the Frontier for buyers seeking a bit better fuel economy, but our sampler was an SE-trim 4x4 with a five-speed automatic and V6.

The Frontier comes in extended King Cab or true four-door Crew Cab configurations. There's enough space in the demi-door King Cab for the average buyer, with plenty of storage cubbies and a roomier feel than even a full-sizer from 15 years ago, but the jump seats are only suitable for occasional use. If truck-pooling is part of your usage brief, go right for the Crew Cab, which has the side benefit of more creature comforts than the King Cabs. The materials in our SE were good for the class, if not gobsmackingly fantastic. In the end, it's a truck, and while it can be dressed up with cushier trappings, it's still a working-class vehicle first and foremost.

While the Frontier is comfortable and easy-driving, it won't skip town in the middle of the night if challenged to a showdown – there's serious hardware here. Solid foundations are provided by the fully-boxed F-Alpha platform, the same frame that gives the full-size Titan its rigid, dare we say, sporty demeanor. Sharing the Titan's bones, it's no surprise the Frontier drives like a two-thirds scale version of its big brother, which is to say it's pleasing to gearheads who value direct steering and a communicative ride.

With a surprisingly sprightly 4,315 pound curb weight and a 58/42 weight distribution, the facts and figures sound more sporting than trucklike, and the Frontier is car-easy to drive. Fuel economy of 14 city mpg and 19 highway in the configuration we tried brings you back to full-frame, four-wheel drive reality. Four cylinder Frontiers can reach into the low 20s on the highway, though the economy is about what's expected given the specs.

Disc brakes all around are something that's becoming more common on trucks, and our Frontier arrived packing 11.7-inch rotors in front and 11.3-inchers in back. In practice, braking performance falls short, likely due to limited traction from the BFG Long Trail tires. SE four-bys get standard 16-inch alloy wheels shod with 265/70 tires. While the ride is comfortable and quiet, and there's traction for wilderness excursions, hard stabs at the brake pedal cause the rear end to skate before the ABS kicks in. The danger with the Frontier's braking performance, at least in the guise we sampled, is that there's plenty of go power and the handling borders on sporty, so it's a surprise to step on the whoa pedal and be met with a wimpy showing. The steering, however, is direct and communicative, a surprise, and the firm chassis pleasing.

The other pedal is the fun one. Squeeze the skinny treadle and the DOHC six puts its shoulder into it with a growl, delivering a firm shove ahead. While Nissan has figured out how to squeeze a V8 into the Frontier's Pathfinder platform-mate, and the Chevrolet Colorado and Dodge Dakota offer eight-pack thrills in the mid-size arena, there's no need for any more engine in the Frontier. Even the tow-crazy will have little to complain about; 4WD V6 Frontiers can drag around 6,300 pounds, slotting neatly between the Colorado's 6,000-pound maximum and the Dakota's 7,200-pound peak.

Towing and mudslinging are ways to put this puppy-friendly vehicle to work, and the Frontier laps it up without complaint. Owner complaints are likely to be few and far between, too. Consumer Reports rates the Frontier as a recommended pick and projects very good reliability. Heading off-pavement, too, is another area where the Frontier is as happy as a black Lab in a mudpuddle. Our dirt ventures were child's play for the Frontier. Dialling up low-range four-wheel drive is as easy as twisting a rotary knob, and the truck was comfortable and controllable up and down some mild terrain. Approach and departure angles aren't Wrangler-steep, but when you're poking around with a borrowed vehicle without a winch, you tend not to take extreme chances.

Nissan has carried out a naming shuffle for the hardcore offroad trim level. What used to be known as the NISMO package has been replaced by the PRO-4X for 2009. Bilstein shock absorbers, extra skid plates and a locking Dana 44 rear axle bolsters the mechanicals for stump-bumping. PRO-4X interiors are detailed with white-faced gauges, a trip computer and leather wrapping with red stitching on the steering wheel. Manual transmission equipped PRO-4X models also get a leather shift knob, and Crew Cabs with the package can also be luxed up with power-operated heated seats covered with the thematic leather. Outside, the rock-chewing Frontiers get obligatory stickering on the bedsides, along with color keyed grille, bumpers, mirrors and door handles. Foglamps, a sprayed bedliner and the Utili-Track cargo system are also part of the PRO-4X.

The trouble with mid-size trucks is that full-sizers can be had for much the same money, especially in these times of screaming deals on just about anything. Our well-equipped tester started at $24,110 and was equipped with the SE Value Truck Package for $1,330 that added the SE Power Package of keyless entry, power windows, locks, and mirrors, plus cruise control. Also in the SE VTP is a brake-based limited slip, 16-inch alloy wheels, bedliner and floor mats. Safety was tuned up with the $550 airbag package that fits seat-mounted side bags and roof-mounted side curtain bags into the Frontier, and Nissan also requested $745 for destination charges for a grand total of $26,735. That kind of money will easily put you into an F-150, Silverado, Tundra or even Titan. It would be a stretch, however, to get into one of those bigger pickups for the same price as our Frontier with an extended cab and four-wheel drive, let alone the other niceties included in the value package.

Well-equipped and reasonably priced, with options for both luxury and rock-hopping, the Frontier covers a lot of bases. It's handsomely styled, even if it's not the freshest face on the block, and Nissan's entry-level truck identity has matured to the point where it's got a purposeful, bulldog stance that comes off as both rugged and dignified. The Frontier's well-behaved chassis handles driver inputs better than some cars we've sampled, and although our biggest gripes are centered on the Frontier's fuel economy, braking performance and bed size – likely sacrificed at the altar of human comfort – is a reasonable tradeoff for a daily driver.

For those who appreciate performance, the Frontier may well be the only choice in pickups. Among a class that includes such varied choices as the Ridgeline, Ranger, a Chevrolet with a V8 similar to what you'll find in a Corvette, and the Dakota with its uber-punchy eight-cylinder mill, the Frontier scraps successfully as a well-rounded offering, continuing to prove that good things can come in small packages.

2010 Ford Flex EcoBoost delivers more than just a better engine

2009-07-22T17:49:00.000-07:00

2010 Ford Flex EcoBoost

Just a year after the Ford Flex first appeared, the Blue Oval has revamped its lineup in ways that make the 2010 model quite different from its forebearer. First among the changes is the Blue Oval's EcoBoost engine, which packs 3.5 liters of displacement and a duo of turbochargers to produce V8 power with V6 fuel economy. Autoblog went to the Colorado hinterlands to spend some with with the Flex and its new powerplant, and as we found out, there's more to Ford's boxy crossover than boosted performance and fuel economy.

First came wagons, and they ruled the American landscape for decades. Then body-on-frame SUVs (previously known simply as "trucks") remade the wagon by hoisting it up and adding four-wheel-drive. When the price of SUV feedstock – gas – went ballistic, their owners fled into crossovers, which remade the SUV by being lighter, nicer to drive and easier on the debit card. Then came the Ford Flex, which set out to rework both the SUV and CUV by providing 'ute-like room with a car-like ride, even though the car-like seating position is what drove wagons into the swamps and tarpits in the first place.

The design theory behind the Flex – to an outsider at least – is simple: a little box and a big box on wheels. And not far off the ground. The crucial aspect of the theory is that the Flex isn't meant to be compared against traditional CUVs; Ford has put it in the pit with full-sized SUVs like Chevrolet's Suburban and Tahoe, Dodge's Durango, Toyota's Sequoia and Jeep's Commander. And while it fights the heavyweights, it's also meant to dispatch miscellaneous challengers like General Motors' Lambda quadrouplets, the GMC Acadia/Saturn Outlook/Chevrolet Traverse/Buick Enclave, and, oh yeah, minivans.

The theory is starting to meet ith some success: the Flex sold 20,016 units through the first six months of 2009. That's well down on blustery initial projections of 100,000 units per year, but well above full-sized SUVs like the Suburban and Sequoia. It's also well outpaced by incumbents like the Dodge Caravan and Acadia, yet nearly matching the Enclave's numbers. However, May and June were both sales records for the Flex, and with the EcoBoost model and its improvements, we suspect Ford can look ahead to more gains.

According to the automaker's research, the Flex is doing all the right things from a brand perspective. Forty-percent of buyers are conquest sales, more than half of that coming from Toyota and Honda, and 49% of them are new to the Ford family.

If they're after simplicity of design, they've come to the right place. The 2010 doesn't sport any salient changes over the previous models – not surprising considering Ford believes it has "the coolest wrapper out there" and "an interior to die for." Take a bristle brush to the hyperbole, though, and what you find underneath remains convincing.

The Flex's packaging is hard not to like. That doesn't mean you'll love the styling (it's polarizing by design), but it's hard to fault the spacial efficiencies won by the vehicle's squared-off shape. How does one get angry at a rectangle? We are in the "Don't Mind It" camp, but when it's SEMA-fied with some extra large wheels, we walk across the aisle to "We Dig It." This latest version offers 18-, 19-, and 20-inch wheels, and the latter size adds a sliver more presence and doesn't unduly compromise the ride.

Inside the Flex's big box, one encounters many of the same sensations found in a big box store: lots of space and everything in bulk. The back of the car resides somewhere across the state line. The seats are huge. The cupholders are huge. The center console cover was once the deck of a battleship. True, with the third-row seats deployed, you lose half of your luggage space, and the area between them and the tailgate is only good for a couple of upright suitcases. But knowing how rarely those contingency seats will probably be used, there's still room for five in the first two rows (if you don't opt for the second-row captain's chairs), and 43 cubic feet of space behind the second set of thrones. That matches the Highlander and comes in about 25 cu. ft. down on the Acadia.

The Flex's seats are fine places to be: big, flat, comfy chairs perfectly cushy and supportive enough to get you over the long haul without noticing. Opt for the leather package with cross stitching and you've got a sufficiently decorated interior with plenty of contrasts in materials, along with a leather-wrapped shifter and three different dash plastic textures. Electronic frills include audio by Sony, rear climate settings adjustable from the front, USB and auxiliary ports, Sync, and optional navigation via a brilliant touchscreen.

However, the item we came to see is nestled within the little box up front: the 3.5-liter EcoBoost V6. In just one day with the car, Ford drilled this line into us, "EcoBoost is more than just an engine." As reported in our Lincoln MKS EcoBoost review, the engine alone has plenty of draw. But the point here wasn't to merely install an engine and then promote the engine's benefits – the point was to produce a premium car that made a better driving argument.

So on top of the 350 horsepower, 355 pound-feet of torque and EPA fuel-economy figures of 16 mpg city/22 mpg highway, Ford lowered the Flex by 10 mm, installed stiffer springs, increased the damping rates and put the package on 20-inch rolling stock. The transmission is also upgraded with new clutches, a better torque converter, and it can be operated with paddle shifters – a segment first. Shifting times are comparable with BMW, and downshifts are rev-matched.

While those changes were made just on the EcoBoost models – the SEL and Limited – there was one change made on those two and the base SE Flex: the addition of a tilt and telescoping steering wheel.

The reason Ford took us to the capillary-taxing altitude of 5,340 feet, and then higher, was to show off the EcoBoost's skills in thinner air versus its naturally-aspirated competition. Although not exactly a useful comparison since most people don't have addresses above the cloud layer, we can testify that the EcoBoost did easily out-handle the competitor vehicles Ford brought out for the test. But before we got to the head-to-head testing, we had to drive another 3,000 feet skyward.

The 4,839-pound Flex is well served by the EcoBoost. The turbos don't wait to kick in, so the plenary complement of torque is available from 1,500 rpm. Acceleration is a feel good event, especially considering you're driving something that's sized like a Costco on wheels. When executing passing maneuvers, the Flex is quick to drop down and go, getting from 40-70 with comforting alacrity.

Standard driving is notable by the virtue of not noticing it. The EcoBoost'd Flex drives like a nicely sorted, and much lighter, car. The increased bodyroll management makes for probably the smoothest CUV driving experience we can remember. Grab the thick, leather-lined steering wheel and guide the Flex like you would any other car. No amusement park rollercoastering, no dancing from side-to-side. It's a job well done. You can put the car into "M" and play with the paddle shifters, availing yourself of rapid, seamless gear changes. But there is no need to – in "Drive" we found the car obediently answered all commands.

Nevertheless, as with so many other crossovers with car-like rides, braking is there to remind you of what you're really driving. The Flex's brakes are fine, and emergency stopping is handled efficiently and without heart-stopping yaw moments. But that's when those two-and-a-half tons say "Don't forget about me." If you drive the Flex like the car it feels like through miles of mountains, you'll receive the faintest olfactory reminder from the brakes when you stop and step outside. Admittedly, it took a day of dancing through the Rockies to achieve that effect, but we'd be a bit more wary if we were towing something.

About that: New features on the Flex that are meant to take that exemplary driving experience and make it more versatile: pull drift compensation, trailer sway control, park assist, and grade assist. Grade assist is the simplest addition, employing an overdrive lockout and engine braking to help maintain speed on long downhills.

The other three features are made possible by the Electronic Power-Assisted Steering (EPAS). We didn't get a chance to try it, but pull drift compensation addresses driving in crosswinds or crowned roads, when the car has a tendency to meander to one side. The system detects the condition and then provides torque assistance to ease the effort on the driver of keeping the car straight.

Ford touts the Flex's 4,500-pound trailering ability, so it has added trailer sway control to make the experience a safer one. The same system introduced on the 2009 F-150, it detects the trailer forces acting on the car and driver inputs to the wheel in excess of a few degrees. If it perceives trailer sway, asymmetric braking is applied to counteract the movements, and engine power can be cut if necessary.

Thankfully, we didn't get a chance to experience that either, but we did pull 2,500-pound trailers with the Flex and compared them to naturally aspirated competition. As expected, the twin turbos in the Ford made the difference at altitude, making a quantifiable difference in pulling up hills and on flats. We can't really justify dinging the competition for falling behind at alpine heights, but we can say that if you're thinking about a Flex but are concerned about towing, you can check that box off with confidence. The Flex won't waste time getting you where you're going, even with a couple of jet skis (or a track-ready ride) behind it.

Thanks to parking assist, the Parallel Parking Phobia that apparently afflicts a large swath of the population has finally been addressed with a system that truly works. Ford had brought another brand's $90,000 luxury sedan with its own self-parking system for comparison, but the demonstration was so lopsided that, out of kindness for the technologically-challenged, we don't even want to mention the other car (you know the one). Ford's system doesn't do only half the work, it finishes the job for you.

As you begin looking for a spot, you press the park assist button and ultrasonic sensors look for a suitable space. When you've found one, the system beeps to let you know, then it tells you where to stop in order for it to work its magic. From there, you just need to put the car in Reverse and operate the gas and brake. The car turns itself into the spot, and if it's a cozy one, those same sensors – and the backup camera – will let you know how much room you have behind. After that first maneuver, put the car in Drive, press the accelerator again and the car lines itself up in the spot. It is so simple – and effective – that if you can pull up next to a parked car, you can use it.

The Quick and the Dead - Bugatti Veyron vs. Nissan GT-R

2009-07-22T17:48:00.000-07:00

Bugatti Veyron vs Nissan GT-R

The Nissan GT-R is a quick car by most standards. In fact, with all-wheel drive and traction control system, it's frighteningly fast. Pull up next to just about any other car at a stoplight and you'll undoubtedly come out ahead. That is, of course, unless you happen upon a Bugatti Veyron. The Bug matches the Nissan's AWD system and doubles the number of turbochargers and horsepower. As our man Jonathon put it in his first drive of the Bugatti Grand Sport, you don't accelerate in this car, you evaporate.

While a heads-up drag race between the GT-R and Veyron is an unlikely occurrence in the real world, Evo Magazine took it upon themselves to pair the two cars on an open airfield. Just how much faster is the Bugatti than the Nissan? Watch for yourself after the jump.

[Source: YouTube]

Is this the 2010 Acura RDX?

2009-07-15T02:18:00.000-07:00

2010 Acura RDX leaked

The first shots of what is allegedly Acura's pending 2010 RDX have hit the web, and unsurprisingly, the small performance crossover appears to have received the Japanese automaker's controversial corporate shield-shaped grille. Other changes to the restyled nose include dramatically reshaped fog lights, restyled bumper air inlets with matte black surround, and so on.

Out back, from what we can see from the limited photographs shown here, hexagonal exhaust outlets have taken up residence (the old pipes were round), and there appears to be an aggressive new rear bumper fascia with a more stylized surround to the exhausts and a mesh insert.

In addition to the tweaked front end, website SatoAuto reports that the upcoming RDX will also mark the availability of a new two-wheel drive version (front-drive, presumably) to give buyers a less costly, more fuel-efficient alternative to the current Super Handling All-Wheel Drive (SH-AWD) model. The website says the new package features revised gearing and is expected to weigh about 200 pounds less than the grips-at-all-paws version – good news considering that package only manages 17 miles-per-gallon city and 22 on the highway in the 2009 model.

Inside, new available features on the sporty crossover include USB iPod integration, Bluetooth audio, a revised backup camera with guide lines, ambient lighting, and so on. For buyers who don't opt for the navigation system, there's apparently a new stand-alone option for a reverse camera that displays what's behind the vehicle through the rearview mirror. Finally, those who do plump for the navigation system will get AcuraLink Real-Time weather, dynamic traffic routing, and an enhanced XM satellite radio.

The rest of the 2010 RDX's drivetrain figures to be unchanged, SatoAuto says, so count on the 2.3-liter turbocharged four-cylinder returning with 240 horsepower and 260 pound-feet of torque as before. Check out the not-so-high-res gallery and then click on the link.

[Source: SatoAuto]

2010 Jaguar XJ: We get hands-on with Coventry's new big cat

2009-07-15T02:14:00.000-07:00

2010 Jaguar XJ – Click above for high-res image gallery

For a long time, worrying about Jaguar was the only sensible thing to do. While it was never exactly clear if the marque had (ever) achieved profitability, we enthusiasts were only too happy to give them the benefit of the doubt. After all, the English automaker serially gifted us with watershed designs. Sublime mechanical creatures like the E- and D-Type sports cars, as well as the curvacious Mark II and original XJ. How could we not be totally and utterly smitten? Yet somehow, the once proud automaker eventually found itself adrift in mediocrity, turning out maligned and slow-selling products with an unpleasant odor of unreliability as the money began to run dry. When the then Ford-owned brand launched headlong into its "democratization of luxury" strategy that resulted in the lamentable 2001 X-Type and serious talk of an SUV, well, we couldn't help but grow gravely concerned.

After all, how could a company like Jaguar – a firm that prided itself not only on voluptuous design and sporty handling but also sybaritic appointments and a refined, aristocratic manor speak with a straight face about "the democratization of luxury?" The very concept was oxymoronic to the point of absurdity: when a given commodity is within easy reach of the masses, it ceases to be a luxury good. Simple as that. Predictably, it didn't take long for consumers to cotton on to this revelation, and the savior X-Type was broadly lambasted and narrowly purchased.

Thankfully, the lanky Leaping Cat is at last in proud form once again, and under the new leadership of India's Tata Motors, they are building on the success of the massively impressive Jaguar XF of 2008. By our reckoning, that car was the first clear indication from chief designer Ian Callum and Company that not only did Jaguar understand that it had a past – it might have the blueprint for a bright future as well.

The 2006 XK may have been the start of Jaguar's recovery, but we didn't really allow ourselves to find faith again until the XF, as it was a markedly more up-to-date, nearly clean-sheet take what a modern Jag could be – what a modern Jag needed to be in order for the brand to stay relevant. Admittedly, the XF's styling wasn't to everybody's tastes and certain interior details rubbed some the wrong way, but it was a very, very good car right out of the box, with unmistakable yet forward-thinking design, a surprise-and-delight interior, and highly entertaining road manners. Subsequent updates in commendably quick succession gave the XF more modern gasoline and diesel engines, as well as the stupifyingly quick XF-R.

Which brings us neatly to the all-new 2010 XJ seen here. After the XF rolled into showrooms, the outgoing XJ couldn't help but look dated. Nevermind that it was actually quite a good drive – or that its aluminum chassis was state-of-the-art – it didn't matter, because not only did it look the same as the model before it – and the model before that -– it now shared floor space with the XF's Cool Britannia, rendering it as current and desirable as Grandpa's Rockports.

Feline Form

There were early rumors that the next XJ would merely look like a plus-sized XF, and an endless supply of spy shots seemed to confirm the notion, what with camouflaged prototypes all pointing to a four-door coupe greenhouse and rounded rectangular grille. So you can imagine our surprise, then, when we finally clapped our eyes on the production coupe last month at a hush-hush background event near London's Heathrow Airport.

Yes, the two cars are clearly related, but the XJ's wider front graphic, upright grille ("A very deliberate statement," Callum tells us) and crisper, more conventional headlamps closely mimic the front end of 2007 C-XF concept. (The showcar that presaged the XF yet was actually designed after the production car was already signed-off upon). Naturally, customers will be able to specify a chrome "leaper" hood ornament – something that Callum confesses he would never do with an XF, but it's an option he says he would consider on this car.

In profile, the XJ's size becomes apparent but not overwhelming, with a surprisingly thin A-pillar leading the greenhouse with a tapered chrome surround that gets thicker at the rear by the D-pillar, the latter inarguably the design's most controversial detail (it remains finished in piano black to emphasize the greenhouse form regardless of body color). Below the glass area is a tornado line that runs uninterrupted from the headlamps (which have a BMW 3 Series-esque wishbone) to the taillamps, and the XJ eschews the larger vertical fender vent of the XF in favor of a slim horizontal fillet just behind the front wheel well. The rear windowline (again, emphasized by the blacked-out D-post) is incredibly rakish and nicely integrates what might otherwise be an unflatteringly deep overhang. Lest we forget – that panoramic moonroof comes as standard-fit on every model.

The XJ's rear graphic is completely unlike any Jaguar we can recall, with a simple, sheer dropoff in the trunklid (under which you'll find a vast 18.4 cubic-foot trunk), a pair of tapering vertical LED taillamps, a sizable metal leaper and nicely integrated exhaust outlets. In person, if anything, the rear end feels a bit Gallic or Italian, reminding alternatively of the Citroen C6 or perhaps the Lancia Thesis. Of minor note for American customers, the car's license cutout was clearly designed with Europe's longer, thinner number plates in mind, and we suspect that their U.S. counterparts will protrude unflatteringly below the bottom edge of the bumper (we suspect our plates are going to look a bit awkward up front, too). Perhaps more than any other view, the XJ's rear aspect is the one that translates least well to photographs, but it fits well in person, even if it will take a bit of time to get used to. Either way, with a .29 cD, officials reckon it's the most aerodynamic Jaguar ever built.

At the background event, we were given the chance to see the XJ in several different shades of paint, and the design has real presence. It looks particularly sensational in black, where it could pass for Bruce Wayne's limo in some Anglicized futurethink Gotham City. Lighter colors bring out the surface detailing more, but in that ebony shade, the darkened rear pillar ceases to become a controversial detail, the panoramic roof blends in, and the whole car looks at once fantastically menacing and impossibly upscale. Democratize this.

Light On Its Feet

Like its predecessor, the XJ's chassis features aluminum construction (augmented with bits of magnesium and composite alloys), which enables this big boy to be tremendously light. Jaguar's managing director Mike O'Driscoll confided to us that the XJ's body-in-white is actually lighter than that of a Mini Cooper. All-in, the company figures this new model will weigh slightly less than the significantly smaller XF – making it at least 300 pounds lighter than its chief competitors (primarily the BMW 7 Series, Mercedes-Benz S-Class and Audi A8), though the difference can be as much as to 570 pounds. Fully 50% of the aluminum in the XJ is composed of post-recycled stock, and 85% of the total car is recyclable.

Ye Old English Library Gets One Hell of a Renovation... Again.

Inside, the XJ is a festival of technology backlit in a cool phosphor blue. While most of us would have been perfectly happy if Jaguar had set the company Xerox machine on "120% enlarge" and run the XF cabin's schematics through it, Jag has gone a markedly different route – and surprisingly, it's even sportier in execution. Yes, there are similarities, including Jagsense reading lamp and glovebox switches as well as JaguarDrive, the company's by-wire rotary gear selector. But the dashboard panel itself is completely different, set low underneath the windscreen and offset dramatically by wood inlays that hoops the interior's perimeter in a gorgeous uninterrupted band.

The strategy was to deploy wood not as an added-on affectation, but as a more structural element – "Like a Riva boat," Callum confesses. Jaguar has also dramatically increased the number of leather, wood and trim options (including eight veneers, carbon fiber or piano black) affording a degree of personalization more in line with the small volume efforts from England's other hallowed automotive precincts. There's even a Supersport model with semi-anilene leather seats and a matching leather headliner.

Look closely in the photos, and directly above the top-dead-center mounted analog clock (adjacent to the center channel speaker), you'll see a small insert proudly labeled "Jaguar". Customers will be able to specify their own text for this area if they so choose... a personal monogram, perhaps, or a pet name for their new cat?

The rest of the XJ's interior is marked out by a round theme, with circular elements notable everywhere from the steering wheel boss to the speaker grilles, various control knobs, and so on. We expected the XJ to adopt the XF's showy motorized rollover air vents, but instead, Jag has gone with classy spherical metal and piano black pieces that echo the "organ stop" air registers of their countrymen over at Bentley and Rolls-Royce.

Even the analog gauges are surrounded by chromed rings. Only they aren't really chrome – and come to think of it, they aren't really analog at all. The entire gauge cluster is a massive 12.3-inch TFT screen, and in addition to virtual gauges (speedo, rev counter, fuel, temp), the displays can show all manner of information as well as do some neat tricks like unique startup visuals and the ability to 'spotlight' key information like fading out the tachometer in favor of a low fuel warning, say. In another interesting twist, if the car's Dynamic mode is selected, the 'gauges' glow red and the transmission's gear indicator becomes more prominent.

As with the XF, many functions are controlled by a touchscreen setup, and mercifully Jag says this is a new generation that's significantly faster to change through menus and plot routes in the sat-nav system. Regardless of which audio system you choose or what input you are playing, the eight-inch screen will be your guide unless you use the voice controls, which is actually beautifully simple to operate, employing "speak what you see" prompts that display the available choices on the screen in the instrument binnacle.

We were given the chance to demo the top-rung 1200-watt, 20-speaker, Wrath of God Bowers & Wilkens 7.1 channel surround system in a static car, and it may be the best factory automotive setup we've ever experienced – even better than the B&O system available in the Audi A8 or the Naim setup in the Bentley Continental. Even if you go with the least expensive audio system, you'll still get CD/DVD functionality, USB connectivity, Sirius, HD Radio and hard drive space for in-car media storage.

Plump for the headrest-mounted rear-seat screens, and the XJ's "theater on the move" system can route four different signals at the same time, so the rear seat occupants, driver, and front-seat passenger can all be listening to different things simultaneously. If that sounds confusing, the rear seaters are treated to infrared wireless headphones, and up front, for foreign market XJs, the aforementioned eight-inch touchscreen will actually be a "dual view" monitor, meaning that the driver's angle can see the high-definition navigation screen while the passenger can be watching a movie simultaneously on the same display. We understand that this technology is not yet legal in the U.S. for front seat use (presumably Washingtonians fears we'll all lean way over to watch a movie from the passenger side while driving), but where there's a hacker's will, there's a way...

2010 BMW X6 M - Bimmer builds a highrider GT-R

2009-07-15T02:12:00.000-07:00

2010 BMW X6 M

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

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

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

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

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

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

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

Although the shifts aren't nearly as impressive when the awkward but adaptable transmission stalk is set to Auto, the steering wheel-mounted paddles are laid out as God intended – upshift on the right and downshift on the left – and they are easily snatched for passing power on demand. To lay into the throttle in Auto mode is to take a beat and feel your kidneys wrap around your spine as all four wheels grapple the tarmac and a muted, aggressive howl erupts from the quad-tipped exhaust.
While the transmission is excellent and the engine is beyond reproach, the all-wheel drive system and its assorted acronyms prove BMW has signed a pact with the Devil – one that cuts both ways and doesn't include a trip to Jenny Craig.

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

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

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

2010 Cadillac SRX charts a new course for thick part of the market

2009-07-15T02:11:00.000-07:00

2010 Cadillac SRX – Click above for high-res image gallery

The first generation Cadillac SRX brought General Motors' premium brand into the crossover segment, providing better fuel economy compared to similarly sized SUVs while also delivering significantly improved driving dynamics. We bought into that first-generation, rear-wheel-drive SRX when we reviewed it way back in 2007, but the luxury car-buying public apparently wasn't all that interested. Sales of the sharp handling SRX never took off, largely keeping Cadillac off of the luxury crossover gravy train long dominated by the Lexus RX 350.

Cadillac hopes to change its crossover fortunes with the introduction of the all-new 2010 SRX. This time out, the SRX is very different from the one it replaces, with a fundamental shift from a rear-wheel drive platform (with available all-wheel drive) to a front-drive setup (also with available AWD). Along with that shift in powered wheels, the 2010 model goes with smaller, more efficient powertrains. Cadillac doesn't try to hide the fact that the new SRX is gunning for the RX, but GM's designers and engineers didn't want to simply copy the strong-selling Lexus. Cadillac wanted its crossover to be more expressive inside and out, with state-of-the-art tech and superior driving dynamics.

Cadillac has already won a big battle with the Lexus in undercutting its entry price by some $3,500. The SRX starts at $34,115 while the base RX comes in at a more sobering $37,675 with delivery. Optioned out, though, the two vehicles come closer in price. Our Radiant Silver 2010 SRX tester came equipped with Cadillac's mid-level Performance Collection, which carries an MSRP of $45,820 including destination charges.

Among the option boxes ticked for our tester were all-wheel drive, 20-inch alloys, a navigation system and a moonroof. Our tester also came equipped with the standard 265 horsepower, direct-injected 3.0-liter V6 engine mated to a six speed automatic transmission. An uplevel, turbocharged 2.8-liter V6 capable of 300 hp and 295 lb-ft of torque will be available this Fall.

One common complaint about the outgoing SRX is that its styling was both startling and stale. The wreath-and-crest brand applied its "Art and Science" design aesthetic to the crossover body style, which resulted in acres of flat sheetmetal and creases sharp enough to cut cheese. While we didn't mind that car's styling, some accused it of looking more like a tall wagon than a conventional crossover, and prevailing thought has it that lower-to-the-ground aesthetic harmed sales. Thus, Cadillac designers have changed all that in a big way, giving the model more traditional upright proportions with dimensions very similar to that of the benchmark Lexus.

With less interior volume than its predecessor, the SRX has lost its third row of seats, but since those were only suitable for small children, we're guessing the empty nesters and young professionals that Cadillac is targeting won't miss them.

To bring the design of the SRX closer to the rest of the Cadillac family, designers have incorporated the next generation of the aformentioned Art & Science design cues. An in-your-face grille punctuated by a big badge resting between two huge, uniquely-shaped HID headlights give the front end a look that is unmistakably Cadillac. An elegant, sweeping roofline and a wide stance with a muscular looking beltline lend the SRX a suitably sporting appearance. Team Cadillac punctuated the SRX with long, vertical taillights that have long been a trademark design element for the brand.

Cadillac is hoping that luxury crossover buyers looking for brash, no-excuses exterior styling will find the SRX well suited to their wants, and it passes the Autoblog eye exam. But to seal the deal, the SRX needs to flat-out nail the interior test. Once inside the SRX, all eyes are drawn to the cabin's impressive center stack. With a jewel-like analog clock, high-end materials and the massive (and we mean truly huge) retractable nav screen in our tester, it's hard not to stare.

The seats are supportive and generous in size, the dual stitched dash is soft and pliable to the touch, and the thick, leather-stitched steering wheel is a joy to hold. We also found that the wheel's control buttons were easy to use, which is important considering all the tech and features at the driver's finger tips. Cadillac has also taken great pains to keep noise out of the cabin, and we were able to hold a conversation with passengers in the rear seats without raising our voices. And if you must have a moonroof, the SRX has got a good one. The large expanse of overhead glass was a topic of conversation for all who entered the SRX, as its absolutely huge dimensions gives occupants an unencumbered view of the world above them.

Fiat back in the mix as Bertone manufacturing unit goes up for sale

2009-07-15T02:10:00.000-07:00

Bertone Mantide

You could say that Fiat's on a bit of a spending spree lately. While everyone else is struggling to trim expenditures and sell off divisions, Fiat's been buying them up. So after moving in at Chrysler's headquarters in Auburn Hills, Michigan, and making offers for GM's European and Latin American operations – including Opel and Vauxhall – it should come as no surprise that the Italian automaker is at it again, this time placing a non-binding offer to acquire Carrozzeria Bertone.

The offer is one of five currently being entertained by Italy's oldest coachbuilder and the courts administering its bankruptcy. Among other bidders reported are Domenico Reviglio (the Gruppo Prototipo chief who was slated to buy the company last year), former Lancia CEO Gianmario Rossignolo, Chinese automaker FAW and an additional unspecified Spanish concern. It is also not the first time Fiat considered rescuing Bertone after a previous attempt failed over two years ago.

Although the reports remain somewhat ambiguous, it appears that the unit in question is only the contract manufacturing division Carrozzeria Bertone SpA, a separate unit from the Stile Bertone design house under the Gruppo Bertone umbrella.

[Source: Automotive News Europe – Sub. Req.]

Mr. Norms unveils 426 Hemi Challenger and Hemi Cuda Convertibles

2009-07-15T02:09:00.000-07:00

Mr. Norm's 426 Hemi Cuda Convertible

We can't help but think what could have been with the Dodge Challenger. Had Chrysler developed the car before rising gas prices and the economic downturn, we might have seen all sorts of variants. Perhaps a top-of-the-line model with a 426ci Hemi V8 could have challenged the Shelby GT500 as the king of the road. Those in warmer climates surely would have loved a droptop version, and since we're day dreaming, we could even imagine a Hemi Cuda version if Plymouth was still around.

Enter Norm Kraus. The legendary owner of Grand Spaulding Dodge in Chicago known as "Mr. Norm" has filled in the gaps by Chrysler and unveiled a 426 Hemi Challenger and Cuda Convertible this past weekend at the Chryslers at Carlisle event in Carlisle, PA. Mr. Norm's Garage, now based in Hudson, FL, will be producing a limited run of these convertibles.

Like their coupe siblings unveiled at SEMA show last year, the droptop Challenger and Cuda share styling cues from E-Body ancestors from the early 1970s. The Cuda version is modified with a new grille inspired by the 1971 model year, a shaker hood system, Hemi billboard graphics, straightened rear quarter panels, and '71 Hemi Cuda taillight assemblies. The interior gets custom leather and suede seating, a pistol grip shifter, and custom mats.

Backing up the look is a 426ci Hemi V8 underneath the hood complete with a forged rotating assembly and a Kenne Bell supercharger that produces 725 horsepower. To compensate for the extra thrust, Mr. Norm has fitted each car with a Viper-spec Dana 44 differential, a fortified driveshaft, frame connectors, and a fully adjustable coilover suspension system.

Twist and Shout: Techart among first to tweak Porsche Cayenne diesel

2009-07-08T01:00:00.000-07:00

If you want a powerful, fast Porsche Cayenne, Stuttgart has no shortage of choices on offer, topping out with the mental 550 horsepower Turbo S. Of course, there are plenty of aftermarket tuners willing to take the unreasonable up to downright silly proportions, but if you were looking for power and speed without sacrificing too much fuel, for the most part you were advised to look elsewhere. After all, a big SUV isn't exactly the ideal platform for either. But then along comes Porsche tuner extraordinaire Techart to show you the way with its own custom Porsche Cayenne Diesel.

Boosting output from 240 hp and 406 lb-ft of torque to a hefty 290 hp and 465 lb-ft, the Techart Cayenne Diesel drops the stock 0-60 time of 8.3 seconds down to a handy 7.7 seconds, all without harming the vehicle's fuel economy or emissions numbers. Nice work, but the most impressive part is the modified torque curve that gives the big oil-burner accessible grunt from as low as 1,000 rpm.

Techart has also crafted a unique Aerokit 1 for the diesel sport-ute, giving it a more aggressive stance while improving airflow, capped with giant 21-inch alloys or optional 22s. The British tuning house offers a turnkey model at £55,500 (around $89k USD) with the body kit and engine mods, or can fit an existing diesel Cayenne with the Aerokit for £15,000 ($24k) and the engine kit for £2,500 ($4k)

eBay Find of the Day: Optimus Prime hiding in plain sight

2009-07-08T00:59:00.000-07:00

With Transformers 2: Revenge of the Fallen holding the number box office spot for two weeks, there couldn't be a better time for this ardent Autobot fan to be flogging his truck on eBay. Done up thoroughly enough to qualify as an Optimus Prime replica, this 1997 Peterbilt 379 wears custom PPG paint and clearcoat, along with hand-applied pinstripes. If you do actually want to haul things, under that extended hood – just like Prime has – there's a 475 horsepower Caterpillar running through a ten-speed Eaton Fuller transmission. Bidding is up to $20,300 at time of writing, but you've got nine days left to get your bid in and make room in your back yard... and then you can retrieve the Allspark.

Bugatti Veyron 16.4 Grand Sport is a temple of Zen

2009-07-08T00:53:00.000-07:00

The Bugatti Veyron Grand Sport is a violent, taunting, confounding and punctiliously engineered maelstrom. It is a handmade wonder built in a castle, and yet resembles a slightly squashed jelly bean. It has a $30,000 stereo, but it's too much work to actually listen to it. The 16-cylinder, quad-turbocharged engine with 1,001 horsepower and 922 lb-ft of torque is programmed not to let you damage it, but in just one afternoon, the leather-trimmed coachwork on the doors will be a mess of shoe marks. The car's brake rotors are chaperoned by 28 brake pistons, but using them forcefully is like begging someone to plow into the aforementioned engine. The car will cost you €1.6 million (roughly $2.24M USD), for which you get, as a soft top, an umbrella. That's right, an umbrella. Own it and you'll be master of the quickest accelerating production car in the world, and yet you'll probably never remember what that acceleration is like.But we'll get to that in a moment.

When we drove the Veyron coupe, we admitted to not being carried away by its looks, but we found a greater appreciation for the lines of this car. Excising a portion of the roof doesn't change our minds, but that isn't to say that the design doesn't look good. More importantly, that isn't to say that the Bugatti doesn't have a certain... something... that will impress itself upon you even after just one meeting. From the side, although the car's surfaces are austere, how they intersect in three dimensions is rather lively. Our favorite line is from the rear three-quarter, the fender edge that forms the shoulder of the door then appears to turnabout in a varying-radius 180, back to the front wheel, and delineates the top edge of sill.

That, however, is actually a trick of the eye. From the side and especially the front, follow the line of the door and it's as if the car came in two pieces, with the narrower front slotting into a much more commodious rear component. It isn't usually a compliment to say "You have an ample hiney," but we can say that about the Veyron Grand Sport with no ill intent. It is serious business. Especially after being beguiled by that low, rolled-back front end, to happen upon the swelling, blunt force trauma of the stern is like discovering that the dainty girl you're on a first date with is actually built like Vladimir Klitschko underneath her dress.

In this car's case, those two personalities make sense, and the lines chosen to adorn them fit and flow with quiet sense. Yet return to that innocent front end, and it doesn't quite look the same anymore because you know what's hiding in that indecent rear: a plasma reactor.

The car might not be Botticelli, but it is without a doubt bodacious.

We can admit that even though we've driven the coupe, we had no idea what the Bugatti Veyron really was. We didn't understand it – sure, we had a great time and the car is distortingly fast and stupendously powerful and really expensive and simple to drive and Volkswagen supposedly loses money on every one them and blah blah blah. Frankly, that could be a lot of cars. After spending an evening and the following day with an engineer and finding out what's really going on inside the car, we get it. We get why the car is so expensive and still loses money. You simply couldn't start an entire car company, create this as your first and only offering, and make money. The car is stupendously engineered.

The engineering of the Bug can be barely compared to other cars – it's more like an F-16. It cannot be driven without its computers, and there are 27 ECUs and computer-based controllers throughout – and that doesn't account for all of the car's computers. The four drivetrain ECUs for the engine, transmission, ABS and stabilizing system, and Haldex clutch are always in contact and must be in working condition, or else the car won't operate. But just in case there's a problem, each ECU has an emergency program so the car won't stop in the middle of whatever you're doing – all you'll see is a dashboard light and experience reduced power when the car enters safe mode. The rear wing serves braking, aero, and cooling purposes. When raised at 110 mph during braking, it jumps up to a 60-degree angle and withstands 800 kg (1,760 pounds) of pressure. Fully extended for emergency braking, it raises the car's coefficient of drag from .39 to .68. Hydraulics able to handle the pressure at top speed couldn't be fitted with obstruction detectors, so the tail lowers slowly, in stages, to give everyone and everything time to get out of the way of it and its housing in the rear panel. Conveniently, the car detects automatically if you're running on snow or ice.

The Bugatti's engine wants to live, and will protect itself any time it detects impending damage. It won't shut off, it will simply detune itself to the point where no damage will be caused and respectfully ask to be taken to the shop. If the oil pressure goes down too low, the engine will lower the allowable RPMs. If you can't get 98 octane fuel, the engine will automatically retune itself to the octane you can get, even 91.

To turn the coupe into an adequate targa, the tub was reinforced and the door material was switched from aluminum to carbon fiber. The B-pillars get carbon fiber hoops and the intake faces get their own carbon fiber hoops as well. The transmission tunnel underneath the car, formerly open, is closed off with a stiffening carbon plate.

And the car still goes 253 mph. If Bugatti had spent all that development money just on the going fast, it would be worth it.

But they spent in a lot of other places as well. Open the front door, lower yourself into backstitched carbon buckets, and pull out the... oh my goodness, is that a switchblade key? Like you get with a VW Lupo? Yes, it is. Anyway, flick the switchblade, place the key in the ignition, and turn. Nothing happens. Push the brake pedal and press the start button on the gilded center console.

Then it happens.

You have just ignited a quasar (which is a much more accurate term for the 16.4 engine). The insatiable beast is fed by the two intakes above your head, and they are trying to suck up everything. At least, that's what it sounds like.

Bump the gearshift to the right, let off the brake, and pull into traffic, taking your celestial body with you.

Once in any public area, you find three types of Bugatti people: those who have no idea what it is but think it's beautiful, those who have no idea but think it's a Bentley (this happened at least once an hour), and those who know it and would feed anyone to the wolves to keep up with it and shoot it.

Among many other incidents, on the always-packed Interstate 5 freeway between LA and San Diego, a man in a minivan with his family turned into Kyle Busch trying to keep up; an early-Eighties Honda Accord hopped a lane and nearly drove into a Ford F-350 in order to let us by so the driver could take a picture; and a gentleman in a Nissan Altima tailed us for 50 miles with one hand on his iPhone snapping photos the entire time. Wives, girlfriends, children, other drivers, the endangered Alabama Cavefish... they're all expendable! It doesn't matter who has to die. They're going to get a photo.

At a fixed speed behind the wheel, the driving experience is, dare we say it, prosaic. At low speeds, you simply amble along. The car is using perhaps a tenth of an iota of its capabilities. But as long as the quasar behind you is being fed, it does not complain.

Even at highway speeds, the car doesn't beg for attention – not from the driver. Between the intakes and the wind noise, you won't want to bother with conversation, that sybaritic stereo, nor the new iPod connection, but you're not missing out on anything. Driving, and watching out for loons, is all you want for.

Play around with the acceleration and it's as if the turbos have three settings: Mild, Let's Get Ready to Rumble, and "Gadzooks!" Be kind with the throttle and the turbos lurk in the background. Stabbing on the gas calls all of them out of their hiding places, and as the quasar prepares to explode, the noise through the intakes – the noise a few inches above your scalp, mind you – becomes a calamitous howl. If you heard the sound in a horror movie, you would cover your eyes, all the while knowing that something is going to die now.

Attention Wall Street Journal - Ford does not use Toyota's hybrid system!

2009-07-05T18:52:00.000-07:00

In a recent op-ed piece published in The Wall Street Journal, Alan Reynolds of the Cato Institute starts by making a few decent points about fuel taxation and fuel economy rules. Unfortunately, he undermines himself with some blatant errors and misinformation. In discussing how Detroit automakers will deal with new fuel efficiency requirements, he makes the all-too-common mistake of referring to Ford's hybrid system as licensed from Toyota ("Similarly, Ford has the Toyota-licensed hybrid Fusion and will soon produce the European Ford Fiesta in Mexico").

The reality is that Ford independently developed its own hybrid system at the same time Toyota was masterminding its own. The basic architecture of both systems is the same and both are based on the concepts developed and patented by TRW engineers in the late 1960s. When Ford introduced the Escape Hybrid, Toyota went after the Blue Oval for infringing on its patents. Ford had patents of its own on the technology that Toyota was using. Eventually, the two companies reached a cross-licensing agreement that gives both companies the right to build their own systems. Such cross-licensing agreements are common in these kinds of cases, but Ford did not use the Toyota hybrid system. The only other company that uses Toyota's system is Nissan for its Altima hybrid, and they actually buy hardware from Toyota.

Reynolds explains that Toyota can sell big fuel-guzzling vehicles like the Tundra and Lexus LS because it also sells efficient vehicles like the Yaris and Corolla. While this is partly true because the fuel efficiency of the small cars does offset the higher consumption of the bigger vehicles when calculating the company's fleet average, there is more to the story. Toyota's big trucks have not been nearly as commercially successful as any of their domestic competitors. As a result, the penalty isn't nearly as big to offset. This is even more true for Nissan. Lexus' LS also sells in comparatively small numbers, with only 20,255 units moved in 2008.

The author does give due credit to Ford for its upcoming Fiesta and Chrysler for the Fiats it will soon sell, but goes on to trash General Motors for the upcoming U.S. market Cruze, a car which no one has driven yet. This is certainly disingenuous, since there is no guarantee that the Fiats will be any better than GM's offerings. We've driven the Fiesta and it's a great little car and the new Focus will likely be very good as well.

While the current Aveo leaves a lot to be desired, it's at the end of its life-cycle and will be replaced by the end of next year with a new American-built car. The Aveo replacement may be joined by the even smaller Spark, which should help matters.

The main point of Reynold's treatise is a complaint about fuel economy standards being an ineffective means to influence fuel consumption. To a large degree, he's correct as CAFE has limited influence unless fuel prices rise. Simply controlling what's supplied by automakers does not guarantee consumers will buy more expensive, fuel efficient vehicles. Reynolds advocates adjusting the taxes on fuel to make it equal on ethanol, gasoline and diesel at 24 cents a gallon.

[Source: Wall Street Journal]

VIDEO: What goes into German engineering - Audi's TechDay Quality

2009-07-05T18:51:00.000-07:00

Why are German luxury cars so expensive? Because of German engineering. And what is this whole "German engineering" thing all about? That's the question Audi tries to explain once a year when it takes outsiders through its quality processes during its factory TechDay. According to the Audi, the automaker's three main tenets are Value, Precision, and Fascination, and they all add up to Quality. This encompasses processes that go into making processes like reworking the fit of the gas tank cap to adjust for parallax error, using a scanning electron microscope for surface analysis, and an olfactory team to make sure things like leather smell right.
The video shows you what Audi does to get you that quality... and frankly, it looks like a lot more fun than the engineering bits. You can see the video and read a Joycean-length string of press releases after the jump. A host of high-res photos, including more shots of the A5 Sportback, are in the gallery below.

HUMMER hanging on: Tengzhong in talks with Chinese government to clear sale

2009-07-05T18:49:00.000-07:00

Chinese National Radio recently reported that Tengzhong wouldn't be allowed to purchase Hummer due to environmental concerns. The company released a statement after that news broke saying that while there was no "definitive agreement," the CNR report wasn't based on facts from the government regulatory body in question, and Tengzhong is still working on the deal.Last week, in a report titled "Tengzhong may get green light from the regulators for its acquisition of Hummer," CNR's take on where things appears to back up Tengzhong's view that the game is not yet played. The company's discussions with the National Development and Reform Commission (NDRC) and the Ministry of Commerce -- it needs approval from both parties -- have begun, and three options for concluding a deal were proposed.
If Tengzhong can convince the authorities of its expertise and business blan, and gets approval from both parties, it wants to set Hummer up in Sichuan province. If there is resistance to setting Hummer up directly, Tengzhong could try to base the company in one of China's ten bonded areas -- harbor points where the vehicles aren't officially "in" the country until taxes and fees are paid -- but this could impact the company's ability to sell Hummers in China. Or, the company could simply become a foreign investor in Hummer.

It isn't clear whether those options are Tengzhong's take on the purchase, or if that was just more speculation from CNR. Hummer had no comment on the matter.

[Source: Hummer]

2010 Honda Insight EX, familiarity breeds discontent

2009-07-04T02:59:00.000-07:00

When Honda revealed its all-new dedicated hybrid model, it was careful to emphasize that the Insight wasn't meant to be a direct competitor to the Prius. (If you buy that, we've got a bridge you might be interested in...) Without a doubt, Honda saw the success that Toyota enjoyed with the Prius as an instantly recognizable alternative powertrain vehicle, so with the same engineering and aesthetic goals in mind, Honda's designers followed a similar aerodynamic path. While that drew a fair amount of criticism from the Peanut Gallery (the Insight's a Prius clone!), in reality, both hybrids simply adhere to the time-honored task of "form following function."In spite of a very similar shape, the styling of the Insight has its own unique touches that connect it to the rest of the Honda lineup, particularly the hydrogen-powered FCX Clarity. Most bystanders like the look, although there was some debate about the chosen wheel size. The 15-inch hoops look positively puny in the wheel arches, but while larger rolling stock would give the Insight a more athletic appearance, they would add weight, decrease fuel economy and degrade ride quality.
Unlike the Toyota Prius, which carries a mid-size classification, the Insight is much smaller, sharing many of its underpinnings with the Fit. Since Honda doesn't want to put the Insight side-by-side with the Prius (we'll humor them), maybe it's best to draw a comparison between the hybrid and Honda's other sub-compact runabout. Not quite. Compared to the Fit, the emphasis on optimal aerodynamics has taken a big bite out of passenger room, with the peak of the Insight's roof sitting four inches lower than the Fit's and then sloping downward into the hatch.

The rear door openings cut down sharply and make ingress and egress a pain (in one case, literally) for anyone over six-foot tall, and once fitted into the rear confines, head room is limited, with only a fraction of an inch separating one of our lanky passenger's craniums from the roof. However, we were able to fit three passengers in the back, and while the shoulder fit was snug, there was a reasonable amount of leg room. And although the Insight loses a lot of vertical space, it's still packing plenty of cargo room, with 15.9 cubic feet under the hatch – enough to easily handle eight, 40-pound bags of top-soil from our local big box store.

Up front, the Insight's interior is a mix of Civic and Fit, with an assortment of futuristic shapes and hard plastics normally found in Honda's entry-level models. Lending even more familial cohesion is the split-level instrument cluster with tachometer, power and fuel gauges mounted inside the multi-information display (MID) in the lower section and a separate pod mounted above the steering wheel to house the digital speedometer and color-changing eco-friendly display. While the MID provides a number of driver-coaching aids to maximize fuel efficiency, most will rely on the speedometer background that displays green when driving gently and blue when you give it the boot.

We were impressed with the Insight's ride during our initial drive in Arizona, where the roads were perfectly manicured and mercilessly devoid of northern Michigan's imperfections. Body roll was well-controlled, and the Insight delivered decent steering feel and reasonable grip. Back home, it was a different story, where freeze-thaw cycles conspire with 80+ ton trucks to create the state's hellaciously poor excuse for modern roadways.

Compared to the 2010 Toyota Prius, which needs more damping compliance over small road imperfections, the Insight's spring rates are too tight and the damping is too loose. The result is a ride that ends up feeling bouncy yet not floaty. Although those in southern states might not notice, citizens in the snow belt are sure to take issue with the Insight's ride.

Which brings us back to the Fit comparison.

Those looking for an affordable Honda have three main choices: the Civic, Fit and Insight. What you should choose depends on your full spectrum of needs and wants. For those who rarely have to traverse bumpy roads, that takes one element out of the equation. If you regularly need to carry four people and two of them are over six feet tall, the Fit is the clear winner. The same is true if you are looking to maximize utility in a small package.

Those purely interested in maximizing fuel efficiency or minimizing greenhouse gas emissions should go for the Insight. Over a week of driving around town and on freeways, we scored an impressive 43 mpg with the Insight compared to the 47 mpg we managed to squeeze out of the 2010 Toyota Prius. However, no matter how much you want to save fuel or protect the environment, for many of us, dollars and cents play a big part of the equation. Here's where things get a bit dicey. The Prius we drove came to over $30,000. Including delivery charge. This Insight comes to $22,010. That's a big difference, though you can get a Prius priced a lot closer to the Insight by choosing lower levels of equipment.

The Insight's real internecine competitor, however, is the Fit. At just $17,820 out the door, a Fit Sport has a significant pricing advantage over its electrically assisted kin. The Fit Sport we reviewed last fall achieved 33 mpg, which nears a point where the diminishing returns of increased mileage kick in. If gas were $4/gallon, driving the Fit Sport some 12,000 miles per year would cost $1,452 versus $1,116 for the Insight. The difference of $336 per year in fuel cost would take over 12 years to cover the premium paid for the Insight. This won't matter to people who are more interested in reducing their carbon footprint than saving some greenbacks, but for the rest of us, the Insight's extra cost may not be manageable, especially in this economy.

From what we've said so far, you might get the impression that we've taken Jeremy Clarkson's recent review of the Insight to heart, or that we stand shoulder-to-shoulder with Consumer Reports in our assessment of the Insight. Nothing could be further from the truth. We've just gotten a somewhat clearer picture of the Insight's faults and foibles after sampling it in the real world.

Ford reportedly tops sales charts in Canada for first time in 50 years

2009-07-04T02:57:00.000-07:00

Given the state of the market, the Ford Motor Company is on a bit of a roll right now. The Blue Oval posted an 11% decline in volume for June versus the same month in 2008; a far better number than nearly every competitor from Japan or Detroit. Ford also flat-out dominated the market in the Great White North, as the Dearborn, MI-based automaker ranked number one in sales volume for the first time in 50 years. Ford outpaced perennial market leader General Motors by a substantial (for Canada) 5,000 units. Ford posted 27,408 sales for the month; a 24.6% increase over June 2008. Toyota and Honda also were in the rear view mirror, as the Japanese stalwarts managed sales declines of 17%. Chrysler was a distant fifth place, as bankruptcy and an outdated product lineup conspired to sink sales by 58% verses June 2008. Overall sales in Canada were down 13% on the month.
Ford's increase in sales was due in part to a surprising 41% increase in CUV and SUV sales. The F-150 also posted a healthy 59% increase, with Ford's Edge was up 23%.

[Source: London Free Press]

2009 Smart ForTwo Cabriolet undone by tricky transmission

2009-07-04T02:55:00.000-07:00

Among the myriad of questions we received, the most common area of concern centered around how safe it is. That's a fair question, considering the bigger-is-better message we've heard for years. But when you're in the Smart, you don't question its safety, you just drive. Granted, there's a slight feeling of vulnerability on the road – particularly when caught in the wind wake of semi trucks – but thanks to a deep dashboard and a distant leading edge to the windshield, the ForTwo feels bigger than it is, and about as solid as anything else on the road the majority of the time. It's only when you stop and think about the tiny narrow box you're cruising in that things get worrisome. Still, the ForTwo has a full compliment of airbags and other active and passive safety features, and the National Highway Traffic Safety Administration gave the ForTwo a four-star crash rating for the driver (three stars for the passenger), so it's hardly a death trap. Instead, it's a fun but flawed little ride, at home neither in the city nor on the highway.
It's easy (and maybe justifiable) to criticize the ForTwo. "It's only half a car," one friend joked, and the love-it-or-hate-it styling and size is the most obvious hurdle to ownership. But after driving the Smart ForTwo Passion cabrio in a variety of environments, the fog of novelty wears off and the truth is revealed: there's no ideal environment for this ultracompact runabout.

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

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

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

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

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

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

2009-07-04T02:53:00.000-07:00

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

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

2010 Ford Fiesta Euro-Spec almost ready for U.S. arrival

2009-07-01T19:15:00.000-07:00

2010 Ford Fiesta (Euro-Spec) – Click above for high-res gallery

For longer than we can remember, words like 'cheap', 'unattractive' and 'lousy' were used to describe America's domestic offerings in the compact car segment. General Motors, Ford and Chrysler have never figured out how to make money with small cars, so the domestic trio seeming has rarely put forth the effort to create competitive compact products. And although FoMoCo had a solid player in 2000 with the introduction of the Focus, when Ford of Europe received the thoroughly revised model in 2005, customers in the States got the short end of the stick. Until now.

While the 2011 Ford Fiesta isn't the Euro-Spec Focus that we've long-admired from abroad, this compact five-door offers a compelling list of kit in a tidy package. Ford is billing it as a great looking, high-quality vehicle that just happens to inhabit a small footprint. So the Blue Oval has imbued the Fiesta with the same technology and amenities found in other larger, more expensive offerings and added a healthy dose of nippy handling and top-notch fuel economy to boot. But those attributes come at a cost that – historically – Americans haven't been willing to pay for.

Our "Squeeze" Fiesta Titanium tester came equipped with a raft of formerly upmarket features including leather seats, Bluetooth connectivity, rain-sensing wipers and auto climate control. Optioned out, it carried a UK market price tag of £16,000. That's close to $26,000 in U.S. dollars, but the UK total includes a hefty double-digit value added tax, and, as we're all well aware, direct currency conversions have little bearing on final market price.

The exterior styling of the Fiesta (think of it as "Kinetic 2.0") will likely serve as the template for future Fords both at home and abroad, with sleek proportions, aggressive sheetmetal and sharp head- and tail-lamps that make the Fiesta look more expensive than its sticker would imply. Even without its neon green hue, the Fiesta is a head-turner, and although its aquatic headlights and front fascia make it appear larger in photographs, the profile embraces its chic smallness in a way few compact cars can. Ford designers have struck a nice balance of form and function, as the tight packaging of the exterior miraculously allows for a voluminous interior.

Entering the Fiesta, the first thing that strikes you is the massive amount of space inside. There's plenty of head room, and two plus-sized guys can sit up front without rubbing shoulders. Also evident after only a few moments is the fact that Ford didn't go cheap on materials.

Comfortable leather seats in a B-segment hatchback? That's progressive. And Ford has also passed on the standard issue hard plastic dash in favor of rich-feeling, soft-touch materials. The steering wheel is thick and meaty, with an appealing leather wrap and redundant controls for cruise control and stereo functions. Ford even opted to go with a push button start as a means for inciting ignition, officially killing off any exclusivity associated with keyless start.

On the tech front, our top-level tester had an stellar sound system complete with a four-inch LED screen at the center of the dash. The display's bright red text was easy to read any time of day and the layout easy to follow. The Titanium Fiesta also came equipped with Bluetooth and voice control, plus auxiliary and USB inputs for your MP3 player of choice, along with power folding side mirrors with integrated turn signals.

Since the Fiesta is, after all, a hatchback, we expected it to have decent cargo-hauling capability. With folding rear seats and ample trunk space, it didn't disappoint. We were able to jam a set of golf clubs in back without folding down the seats, though we wouldn't recommend shoe-horning your expensive sticks if you actually value them (since our clubs don't like us, we have no regard for them). We were also able to fit groceries for a family of five without dropping the rear seats flat.

Since we've become accustomed to cheap, unappealing interiors in small cars, it's hard to complain about anything inside the surprising plush Fiesta. Our lone gripe is the Euro-Spec tester didn't have a center arm rest. That's something that could very well be rectified in the U.S. model, so we still have hope that our right arm will have a place to reside once the Fiesta comes Stateside.

Ford did a commendable job of making the Fiesta's interior a reasonable place to spend time, but we were just as interested to see how the little hatch performed on the open road. Ford has worked hard to garner a reputation in Europe for chassis tuning, and the new Fiesta is further proof Ford's labors were not in vain. It doesn't have Mini-like handling, but the Euro-Spec Fiesta is the closest Detroit has ever come. Here's hoping U.S. engineers don't mess it up.

The Fiesta's light weight and direct steering makes you long for more twists, and we were lucky enough to hit a stretch of barren backroads north of Detroit. The 1.6-liter Duratec didn't overpower, but the challenge of holding the correct gear while properly negotiating all the dips, turns and straights was a blast. We liked it so much, in fact, that we went back for seconds and again for thirds a few hours later.

And while 120 horsepower isn't exactly track material, it more than held its own around town. The Fiesta exhibits very strong (relative to its meager power numbers) acceleration on takeoff, and getting to 60 mph feels faster than Ford's claim of a tick under ten seconds. The five-speed manual gearbox provided well-gated shifts, but the throws were a bit long for our tastes. Once on the freeway, the little 1.6-liter needs to hover around 4,000 RPM to cruise at 75 mph. It's a bit loud and buzzy on the freeway, but then again, we averaged a little over 38 mpg combined during a long weekend. That's impressive, even if we spent about 70% of our time on the freeway. We enjoyed driving the Fiesta so much that we found an excuse to drive 50 miles over to Ford's Dearborn, MI headquarters for extra pictures.

After a few days behind the wheel of the Euro-spec Fiesta, we're becoming bullish about the future of the small car in the U.S. – at least the ones donning a Blue Oval badge. The Fiesta is attractive, fun to drive, and it has the tech-savvy features the Fiesta's core demographic are after. And when you consider the Fiesta promises to deliver all that with fuel economy surpassing just about every (non-hybrid) on the market for a price tag of around $15-$20k, there's good reason to be excited. The only downside to the Fiesta is the U.S. market model won't be available for sale here until the spring of 2010. Haven't we waited long enough for a good small car from a domestic automaker?

Jeep Wrangler Unlimited Rubicon vs. Hummer H3T

2009-07-01T19:14:00.000-07:00

Jeep Wrangler Rubicon Unlimited vs. Hummer H3T

Last year, we compared the dirtside manners of the Hummer H2 and Toyota Land Cruiser. Both trucks did everything we asked of them, but at the end of the excursion we were left with another question begging to be answered: could the Hummer H3T stand up to the Jeep Wrangler Unlimited Rubicon? These cruiserweights live on a fatter part of the buying curve, and any time a Jeep is summoned to the ring, the other vehicle is inevitably the challenger. Even though the H3T is still relatively new to the world, it came time to find out if it was ready to stand up and fight for its place.

In one corner, we have the 2009 Jeep Wrangler Rubicon Unlimited and in the other, the 2009 Hummer H3T fitted with the Adventure Package that adds such off-road accoutrement as 33-inch tires and a locking front differential. Get the two together for stats and weigh-in, and this is what you come up with:

	Jeep Wrangler Unlimited Rubicon	Hummer H3T w/ Adventure Package
Price	$32,840	$34,065
Engine	3.8-liter V6	3.7-liter inline-five
Transmission	Four-speed Automatic	Five-speed manual
Peak HP @ RPM	202 hp @ 5,200 RPM	239 hp @ 5,800 RPM
Peak Torque @ Rpm	237 lb-ft @ 4,000 RPM	241 lb-ft @ 4,600 RPM
EPA Mileage (city/hwy)	15/19 mpg	14/18 mpg
Curb Weight	4,442 pounds	4,911 pounds
Length	184.4 inches	212.7 inches
Width	82.8 inches	85.1 inches
Wheelbase	116 inches	134.3 inches
Ground Clearance	10.1 inches	10.2 inches
Approach	44.4 degrees	38.7 degrees
Breakover	20.8 degrees	20.2 degrees
Departure	40.5 degrees	30.6 degrees
Tires	32-inch	33-inch
Suspension	Solid axle with locating arms, coil springs, track/stabilizer bars, gas-charged monotube shocks	(Front) Independent SLA torsion bars, gas-charged monotube shocks, tubular stabilizer bar, (Rear) multi-leaf semi-elliptic dual-stage leaf spring, gas-charged monotube shocks, stabilizer bar
Additional	Electronic sway bar disconnect, front and rear locking differentials, Dana 44 Heavy Duty front and rear axles, 4.10:1 low, 3,500-lb max tow rating	Locking front and rear differentials, 4.03:1 low, 4,400-lb max tow rating, 1,090-lb bed payload capacity

The H3T is materially more vehicle, and it shows everywhere. You get more room inside, a better ride, and more power, but you lose out on things like approach and departure angles due to the Hummer's overhangs. Would it matter? We thought it time to find out.

But first we'd have a snoop around the two trucks. The Rubicon's styling gives only the merest nod to the word "design" – it's two rectangles with fender flares and bumpers. And for that, we like it. As with most Porsche products, the Jeep's exterior styling hasn't changed much over the last few decades – form follows function, and to good effect. If someone pulled up in a Wrangler Unlimited Rubicon and asked if you wanted to go for a bite, they might mean heading to the local Ruby Tuesday's or driving to the Pampas to slay some Argentine beef. The Rubicon, especially with a liberal coat of mud, is just that kind of contraption.

However, the rest of the Wrangler doesn't venture far beyond that level of nuance. In our previous review, we noted the Rubicon's asceticism and called it out for being "a Protestant affair." That's a fair description at best and, depending on how long you drive or where you're sitting, you might replace that with "penitent."

The original Willys Jeep was made in response to World War II. The Wrangler Rubicon Unlimited appears to have been made in preparation for World War III. Assuming that such a conflict transports us back to a quasi Stone Age, here is a quasi Stone Age vehicle with which to tackle that retro future. There is nothing wrong with it – it's just radically basic. Even though the seats were wrapped in cloth, the interior screamed "Clean me with a hose," something the Rubi's owners would be all too happy to oblige.

Get on the move and you'll discover, as one of our fellow drivers remarked, "Every road is bumpy in the Rubicon." The short-ish wheelbase, high ride height, and a suspension tuned for Battlefield Earth will have you experiencing more good vibrations than you ever wanted. And that's if you're sitting in the front seat. If you're unlucky enough to be banished to the rear bench, with its Lilliputian bolsters and crippling lack of leg room, the encounter could give you PTSD and violent flashbacks every time someone mutters the word "Rubicon."

Yet the Rubicon knows its chosen habitat, and it knows its customers: Jeep-o-philes want a vehicle capable of doing the beat in town and capable of going anywhere off-road. Make no mistake: this is that truck.

The H3T is not merely a horse of another color – it's an entirely different breed of equine. Hummer also knows its customers: They want to go anywhere and will pay a little more to get a little more. The nearly 500-pound weight difference doesn't just come down to footprints: there's a great deal more finish in the cabin: a thick, leather-wrapped steering wheel, more tactile controls, a six-disc CD changer, rear view camera, and a proper rear bench with great seating for two and just enough for three. And the ride is actually pleasant.

The H3T's giant 33-inch rubber certainly doesn't hurt, but the extra inch over the Jeep's BFGs isn't the only thing responsible for its vastly smoother road manners. Heavier and with a longer wheelbase, the H3T is planted where the Rubicon is petulant, and the extra cabin materials make for a more serene experience when ambling along at speed.

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

2009-07-01T19:12:00.000-07:00

2009 Audi A6 3.0T

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

The 2009 Audi A6 isn't nearly as revolutionary. It sits atop the same C6 platform we've known since 2005, and last year, the automaker gave its upper mid-sizer a mild makeover consisting of new front and rear fascias, light clusters and a few interior tweaks. Maybe that's why Audi thought it need to commission actor Jason Statham to star in a multi-million dollar Super Bowl advert to boost the A6's image. Well, that and to highlight the automaker's all-new supercharged 3.0-liter TFSI V6 – the same engine due to be fitted to several new Audis, including the 2010 Audi S4.

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

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

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

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

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

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

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

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

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

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

2010 Ford Transit Connect, the right size for a smaller economy

2009-06-22T03:20:00.000-07:00

After relying on full-size E-series vans for commercial cargo carrying since the dawn of time, Ford is finally ready to offer North American businesses a more practical alternative. The Transit Connect is a compact, purpose-built van that's been available overseas since 2002, and Ford has sold more than 600,000 of the squat little haulers to businesses abroad over the past seven years. The company hopes that what's good for Europe is good for the States, so the first batch of U.S.-spec models are on their way to dealerships as you read this.

While the E-series vans are more than capable of carrying out their prescribed duties, for most, it's like using a sledgehammer to push a tack into a cork board. The Big-Es were simply more vehicle than necessary for most small businesses, especially those operating locally, delivering flowers, catering and plumbing. That's where the Transit Connect comes in.

A panel van version of the Ford Windstar/Freestar was actually produced for commercial customers from the mid-'90s until it was discontinued earlier this decade. The reworked family haulers never sold in large numbers, however, and weren't particularly optimized for the task. As gas prices spiked in 2007 and 2008, Ford saw a market for something smaller than the E-series, but bigger than the Chevrolet HHR panel van. The Transit Connect is just the ticket.

Unlike the Windstar, the Transit Connect was specifically developed as a commercial vehicle. It has a beefier chassis designed to withstand the rigors of daily business use and Ford has a different testing regime for its commercial and consumer vehicles. With a high strength steel front cross-member and extra side cross-members, the Transit Connect endured Ford's rigid durability testing and walked away unscathed. It's a stout runabout and a testament to Ford's engineering abilities.

The Transit Connect was designed to endure the rigors of operation in urban environments. Among the problems that city drivers regularly encounter are minor fender benders, so the TC is equipped with a rear bumper made of rolled steel designed to absorb the energy of rear-end impacts so prevalent in vehicles lacking rear windows.

On the topic of driving, anyone who's spent time behind the wheel of a full-size van understands the joys of body roll, pitch, a bouncy ride and lifeless steering. Thankfully, the Transit Connect is mercilessly devoid of the these unsavory characteristics. Although the TC does not share a platform with any of FoMoCo's cars, its layout is more car-like than truck-like, which pays dividends in the driving department. Our brief time behind the wheel (What, you were expecting a full-on track test?) didn't give us an opportunity to flog the Transit Connect within an inch of its life, but the steering wheel -- adjustable for both reach and angle -- was reasonably well weighted and provided adequate feedback.

The transverse, front-engine, front-wheel-drive layout and uni-body construction means there is no drive-shaft or massive frame rails to suck up valuable space, so the floor is low and flat, allowing parcels to be loaded with ease while keeping the center of gravity closer to the ground. In our relatively unladen tester, there was remarkably little body roll when cornering. Granted, this isn't a sports car, so don't expect to break a G in the bends, but reasonable handling should be universal these days and the Transit Connect doesn't have the potential to scare anyone. However, until we can get behind the wheel of a fully-loaded model (cargo, not options), we'll reserve judgment on it's ability to simultaneously shuffle and haul.

As a commercial cargo vehicle, the Transit Connect is designed to take whatever its users demand, both in mass and volume. On the mass side, the cargo variant has a load capacity of 1,600 lbs. Supporting that much weight requires fairly rigid springs, so the ride is on the stiff side, particularly when rolling freight-free. However, it's not uncomfortably harsh and the damping is set perfectly to keep the body from bouncing around, but a Lexus it is not. Over uneven patches of pavement, occupants will definitely feel the ruts and divots, but it's still remarkably more pleasant than driving your run-of-the-mill full-size pickup.

As the Transit Connect is a work truck first and foremost, it's got to have a comfortable and functional interior. Here, Ford scores high marks. As with other recent offerings from the Blue Oval, the seats are excellent, with firm cushions providing good lateral, back and thigh support. The dashboard is covered with hard plastic that's far from luxurious, but it should be fairly durable and easy to clean when coffee, soda or Thousand Island dressing inevitably finds its way onto the dash. The shift lever for the four-speed automatic is mounted on the center console, as are the window switches, and visibility out the front and sides are excellent thanks to the tall windshield and side glass.

Iacocca Silver 45th Anniversary Edition Ford Mustang introduced by Lee himself

2009-06-22T03:18:00.000-07:00

If anyone deserves to have his own special edition Ford Mustang, it's Lee Iacocca. The former president of the Ford division, Iacocca is known as the father of the Mustang and recruited Carroll Shelby to create special versions of the horse in his own image. Now, 45 years after the original Mustang debuted, Iacocca has built his very own version.

Known as the 2009 1/2 Iacocca 45th Anniversary Edition Ford Mustang, this coach-built pony car features a special body designed by Michael Leone and built by the legendary Gaffoglio Family Metalcrafters. The car features a reworked front end including sunken headlights and a prominent fastback look with the slope of the roof reaching all the way to the rear of the car. Inside, Iacocca's Mustang gets Diamond Design leather seats, a leather-wrapped steering wheel with "I" logos, and Iacocca-badged aluminum door sill plates. Finishing off the look of the car are 20-inch Iacocca Design wheels wrapped with Goodyear Eagle tires.

Performance enhancements come courtesy of the Ford Racing parts bin, all of which retain the factory warranty and include a cold-air intake system and the Ford Racing Handling Pack with new shocks and springs. Customers can also opt for a supercharger system that boosts the 4.6-liter V8 to 400 horsepower as well as a 14-inch front brake system.

Production of the Iacocca 45th Anniversary Edition Ford Mustang will be limited to a scant 45 units, available exclusively at Galpin Ford in Southern California. Follow the jump for the official press release and a full list of specifications.

Spec out your own Maserati - in 1/43 scale

2009-06-19T21:56:00.000-07:00

If you're looking for a Maserati that's easier on your wallet, or a treat for a Maserati lover, then you should check out the Maserati model configurator. Three base models in 1/43 scale are available: Quattroporte, Quattroporte S, and Granturismo S. From there you can choose from among seven exterior and two interior colors, four or five different brake caliper colors, two or three different kinds of rims, and select a sunroof which is made of glass. No, it doesn't open. You can even select a personalized license plate written in one of four fonts. Naturally, once you're finished, you can buy it. The models are €230 ($320 US), which includes shipping, and are sent within 30 days. If your Maserati doesn't match your expectations, you can return it (good luck doing that with a real car). If you don't want to go all the way then you can just display your modeling prowess in the virtual showroom. Everybody wins.

2010 Kia Forte a compelling new compact sedan option

2009-06-19T21:54:00.000-07:00

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

Available in three variants, the Forte ranges from the base LX (starting at $13,695), which features a 2.0-liter DOHC inline-4 putting out 156 horsepower, to the top-of-the-line SX ($17,195) that benefits from the aforementioned 2.4-liter engine. The mid-range EX ($15,795, shown above) comes standard with the Convenience Package (air-conditioning, folding rear seat, rear center arm rest and adjustable headrests), with the option of Premium (power sunroof and 16-inch wheels and tires) and Leather Packages. Kia has ensured that even the base model comes with standard items like four-wheel disc brakes incorporating anti-lock, stability and traction control systems, as well as full-length side curtain airbags. With the exception of air conditioning on the LX model, buyers won't have to worry about having to pay extra for the essentials.

What first attracted us to the Forte, and what ought to initially help draw potential buyers into the showroom, is its striking design. Our hats are off to the team at Kia's recently-formed California design studios who penned the sedan, and we are happy to hear that much of model's styling DNA will be passed on to future products. The bold stance owes much to the width of the body – at 69.9 inches, the Forte is wider than the offerings from Honda, Toyota, or Mazda – as well as to the slanted belt line and swept back headlights. With the optional 17-inch wheels on the SX model, we would even dare to say the Forte looks...cool!

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

Big Rig Jig one artist's take on the global oil industry

2009-06-18T19:04:00.000-07:00

Big Rig Jig

Big Rig Jig is a rumination on power as manifest in the relationship between humankind and nature. The sculpture utilizes two decommissioned 18-wheeler tanker trucks, referencing a global oil industry at the nexus of our world's political, social, and environmental systems. By repurposing these symbolically rich objects, the artist conveys his admiration for and anxiety over humanity's power.

That's how Mike Ross, a designer working on large-scale sculptures since 1998, describes Big Rig Jig, the twin 18-wheeler piece of art seen above. We're not going to try and interpret that too much, but the inspiration obviously has something to do with society's dependence on oil. Debuted at Burning Man back in 2007, the sculpture has continued to be on display over the last few years at various events and festivals.

2010 Lincoln MKZ makes a name for itself in the middle

2009-06-18T19:03:00.000-07:00

2010 Lincoln MKZ

The Lincoln MKZ began life as the Zephyr. It was bland-looking and far too underpowered to compete in the increasingly competitive entry-level luxury class. Ford updated the mid-size sedan back in 2007 with a more powerful engine, some cosmetic updates, and a new alphanumeric moniker. Despite the alterations, the least expensive Lincoln still didn't stack up with the competition in many areas, let alone in terms of image or "wow" factor.

To understand exactly where the MKZ fits in the hierarchy of midsize entry-level luxury vehicles, we should first determine what the competition really is. Is it the Cadillac CTS? On price and size, the two vehicles are close, but the CTS is rear-wheel-drive, far sportier and has a much higher top-end price. While the Audi A4 is a front- or all-wheel drive proposition like the MKZ, it has a far greater price range and sportier demeanor. For our money, the MKZ's main competitors are the Lexus ES350 and the Acura TL. This group of vehicles has similar pricing and options, and all three are based off of non-luxury sedans sold under their parent company's less-exclusive nameplates. Admittedly, in this regard, the Lincoln is more of a gussied-up rebadge job of the capable Fusion/Mercury Milan and the Lex is a slicked-up Camry. By comparison, the TL would hardly recognize the Honda Accord as kin.

Our Tuxedo Black Clear Coat MKZ arrived equipped with the Technology Package and Sport Package options, and wore a MSRP of $37,255. The Technology Package includes adaptive HID headlamps, rain sensing windshield wipers and ambient lighting. With the Sport Package, you get an upgraded suspension, 18-inch alloy wheels and tires, and high contrast stitching with eye-catching white piping. All-wheel drive can be checked off as an option, but our tester was motivated only by its front wheels.

While the 2010 is only a mid-cycle refresh of the 2007 model, there are enough changes inside and out to fool the untrained eye into thinking that this Lincoln is all-new. The front end gains the new corporate split grille that debuted with the Lincoln MKR concept in 2007 and was first brought to production on the 2009 Lincoln MKS.

The new Lincoln front end is more polarizing than the stylistically invisible grille of the Gen 1 MKZ, and that's a good thing. In our books, "Love it or hate it" beats "not even knowing it exists" design any day of the week. Some Autobloggers like the look of the MKZ up front, though others on the team have been far less complimentary in their assessment of the new look. Another surprise and delight comes at the expense of Lincoln's Tuxedo Black paint job. Little flecks of glass embedded in the paint look like stars in the galaxy when viewed in sunlight, just like former Ford design chief Peter Horbury told us it would.

On the inside, the MKZ has been stripped of its award-winning dash design that was arguably its biggest selling point before. In its place is a more modern interior with an MKS-like look. Our model was outfitted with the optional Sport Package, which added contrasting colored seats front and back. The white piping outlining the comfortable, well-bolstered Bridge of Weir leather seating was consistently a real attention grabber, and it really brightened up an otherwise dark cabin. Another favorite of ours was our tester's classy use of chrome shapes and materials on the door inlet, which usefully differentiated the MKZ's interior from that of the Milan and Fusion.

Autoblog enlists in Sam Hubinette's 360 Performance Driving Academy

2009-06-18T19:00:00.000-07:00

Sam Hubinette's 360 Performance Driving Academy

Write about cars long enough and it is ineluctable that you will partake in some manner of driving exercise accompanied by a "professional driving instructor." This is often not nearly as enjoyable as it sounds; instead of increasing your speed around a track guided by a kind, Kung Fu-like master, you end up trying to obey staccato commands issued by someone with all the charm of Vulture Eye. It was with this in mind that we trudged to the El Toro airfield in Orange County, California to get seat time at the 360 Performance Driving Academy taught by Mr. Drifter, Mr. Lamborghini Commercials, Mr. Fast & Furious Stunt Driver himself, Sam Hubinette. And we are thrilled to report that this is an awesome – yes, awesome – driving school.

Audi A5 Sportback not coming to America, but you can drool over these teasers anyhow

2009-06-17T01:50:00.000-07:00

We've been seeing spy photos of the upcoming Audi A5 Sportback for what seems like ages. However, thanks to the above teaser shot and a new video from Audi featuring designer Wolfgang Egger, we now have our clearest view of the new A5's profile yet. Not to be confused for production model based on the Sportback concept revealed at the Detroit Auto Show in January (which is also coming), this new A5 features also features a fastback body style. Unlike the current A5 coupe, the Sportback gets four doors on its flanks. Speaking of flanks it appears as though the Sportback will get even more muscular quarters than the coupe.

Unfortunately, we won't get the A5 Sportback here in America. In a statement released with the video, Audi of America explains that the new model doesn't fit its current plans for this market. In other words, the company doesn't think it can sell enough of the five-door hatchbacks to justify the expense of federalizing it. We'll hold out hope for the A7 Sportback

Ford Mustang Cobra Jet, watch out for second!

2009-06-17T01:49:00.000-07:00

2008 Ford Mustang Cobra Jet

Saturday afternoon we went for what may have been the shortest and quickest first drive in the history of Autoblog. When we go on a typical first drive with a manufacturer, we get to drive a vehicle around for at least a few hours in a variety of environments. Not so this past Saturday, when we tried out the latest customer race car product from Ford Racing, the Cobra Jet, a Mustang conceived at the behest of drag racers who wanted a factory built car ready to take to their local drag strip.

The original Mustang Cobra Jet appeared back in 1968 with a big, powerful engine and all of the interior bits normally stripped out by racers already absent. Those cars would go on to be some of the most successful factory-built drag cars ever. A year ago, Ford began preparing to build a run of 50 brand new cars bearing the legendary nameplate. Officially designated "FR500CJ," the new cars were delivered to customers last Fall and have been seen racing regularly at strips across the country throughout the year.

Several Cobra Jets ran in the hands of private teams during the NMRA Ford Nationals event at Milan Dragway this past weekend. The CJs rolled out of the factory powered by supercharged 5.4-liter V8 packing 425 hp in default tune. Since the Cobra Jet is able to run in a number of different classes, the engines in each car are tuned by individual teams to meet their own class rules. The only thing that Ford officials would tell us about the engine in the car we drove is that it was producing more than 425 hp. Our best guess is somewhere between 500 and 600 hp, likely closer to the latter judging by the low 11-second elapsed times that the car was able to produce in the hands of those more familiar with drag cars.

Since these cars are built for a very specific task, items like the dashboard are strictly of the low-rent base Mustang variety. The steering wheel is plastic, and there is no fancy leather or metal trim anywhere. Even the ventilation controls are strictly for show – attempts to turn on the A/C while waiting in the staging lane yielded no response. All 2008 Cobra Jets came fully equipped with a roll cage and five-point safety harness, making ingress and egress a bit more convoluted than normal.

When I climbed in for Autoblog's turn, I turned the key and nothing happened. I then remembered the switch mounted on the right rear exterior corner above the tail-light. After squirming out again, I turned the main "kill" switch to the "On" position to enable the battery (the switch is on the outside for safety reasons in the event of an accident). After making my way back inside, I turned the key again and pressed the big red start button above the blank panel where the radio usually resides. The blown V-8 roared to life with an uncorked rumble that you only find in a real race car.

For those who have never driven a race car, getting belted up is not a trivial task. First, you have to pull up the center belt with the buckle from between your legs. Then the two lap belts go in from either side, and finally the shoulder belts come into play. Once you tighten each of these, there is no give like in a road car. Reaching for anything means pulling the release that pops all the belts and then starting all over.

For a car with this much power under foot, the clutch was remarkably light and the Cobra Jet proved commendably easy to drive out to the staging lanes. It was pretty much like driving a street GT500 – only a lot louder. Once in the staging lanes, Ford Racing spokesman Jesse Kershaw explained some of the esoterica of our competition drag car. The red button on the front of the shift knob was for the line locker. Pressing the brake pedal and then the line locker button holds the pressure in the front brakes. Now the brake pedal can be released and the front brakes are still applied until the red button is released – just the thing for the nice smokey burnouts needed to heat up those fat rear racing slicks.

I was advised that the best technique for launching the car is to bring the engine up to 4,000 rpm and then just side-step the clutch when the light went green. That turned out to be the easy part, and I had a clean getaway that pushed me back hard in to the seat of the Mustang. Mounted up on top of the dash is a second large tachometer with a big yellow shift light on the side. As the needle rapidly swung up to 6,500 rpm, I pushed the clutch in and went to slide the shift lever back into second. I said: BACK INTO SECOND! Fortunately, my helmet and the roar of the V8 prevented me from hearing the snarky remarks of the announcer. Eventually, after what seemed like minutes but was in fact only about a second, cog #2 engaged.

The rest of the 1,000 or so feet passed uneventfully, with third and fourth engaging without issue. Unfortunately, in drag racing, a single second is more than enough to spell the difference between victory and going home early. Since this was strictly an exhibition run, my 12.3-second elapsed time was merely embarrassing. At least the car didn't stall on the line. Nonetheless, the Cobra Jet is easily the fastest accelerating Mustang we've ever driven and among the fastest of any we've tried. Oh, well... there's always the 2010 model.

2010 Kia Forte a compelling new compact sedan option

2009-06-17T01:42:00.000-07:00

2010 Kia Forte

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

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

Available in three variants, the Forte ranges from the base LX (starting at $13,695), which features a 2.0-liter DOHC inline-4 putting out 156 horsepower, to the top-of-the-line SX ($17,195) that benefits from the aforementioned 2.4-liter engine. The mid-range EX ($15,795, shown above) comes standard with the Convenience Package (air-conditioning, folding rear seat, rear center arm rest and adjustable headrests), with the option of Premium (power sunroof and 16-inch wheels and tires) and Leather Packages. Kia has ensured that even the base model comes with standard items like four-wheel disc brakes incorporating anti-lock, stability and traction control systems, as well as full-length side curtain airbags. With the exception of air conditioning on the LX model, buyers won't have to worry about having to pay extra for the essentials.

What first attracted us to the Forte, and what ought to initially help draw potential buyers into the showroom, is its striking design. Our hats are off to the team at Kia's recently-formed California design studios who penned the sedan, and we are happy to hear that much of model's styling DNA will be passed on to future products. The bold stance owes much to the width of the body – at 69.9 inches, the Forte is wider than the offerings from Honda, Toyota, or Mazda – as well as to the slanted belt line and swept back headlights. With the optional 17-inch wheels on the SX model, we would even dare to say the Forte looks...cool!

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

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

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

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

2010 Roush 427R raises bar for Mustang tuners

2009-06-17T01:39:00.000-07:00

2010 Roush 427R

During both our first drive and in our full review, we concluded that the 2010 Ford Mustang has raised the bar for modern day pony cars. The sculpted body, finely tuned suspension, higher quality interior and additional horsepower make it one of the best Stangs to ever come from the Blue Oval's stable. With a flood of aftermarket variants sure to come, we couldn't help but wonder if the new Mustang would provide an even better platform to work with, or if tuners might struggle to improve on an already excellent product. We now have the answer.

Roush, who were given inside access to the 2010 Mustang by Ford for their own product development, were first to market with their 427R Mustang that was unveiled back in March. We were lucky enough to be one of the first to get behind the wheel, and recently spent a full week with the 427R. Was Roush able to use their five years of experience with the S197 platform to capitalize on the upgrades and refinements made available in the 2010 Mustang?

When Roush Mustangs come to mind, we think of aggressive, edgy styling. Since the late '90s, Mustangs coming from the Livonia, MI assembly plant have had a distinctive look that we could spot from a mile away. That's why we were so surprised when the wraps came off the 2010 427R. Instead of the boy racer Mustang we were expecting, a fairly subtle pony car sat in its place. We had to do a double take to see if Roush had even added a body kit, as the overall profile is so close to a stock Mustang.

We were also somewhat disappointed by the lack of any significant horsepower increase compared to the previous 427R. Not that 435 horsepower is anything to scoff at, but it's the same as the 427R Trak Pak we tested last summer. We also had our doubts. Could Roush improve on the performance of the suspension without rendering it too harsh? How much would they actually be able to improve the interior?

With those expectations, we took delivery of a brand new 2010 Roush 427R. To our complete surprise, it took only a few minutes for us to completely fall in love with the car. You could say it was a case of love at first sound. The Roush exhaust system completely transforms the character of the Mustang from a pony car to a mean, snarling muscle car. The exhaust sounds fantastic doing just about anything – idling, cruising, downshifting, and, of course, at full throttle. Even while slowing to a stop, the tailpipes emitted a wonderful rumble and burble. A quick visit to the Roush web site revealed that the exhaust system is actually an option and not standard on the 427R, but to us it would be mandatory. Since Roush also sells their parts individually, the exhaust is also available for regular Mustangs. If you've recently purchased a 2010 Mustang GT, go buy the Roush exhaust. No seriously, do it right now. It's worth every penny.

That's not to say the exhaust is the only part of the car we loved. While the standard 2010 Mustang is significantly down on power compared to the Camaro SS and Challenger R/T, Roush has made sure that owners of the 427R won't need to shy away in a meeting of the musclecars. A roots style supercharger has been added atop the Mustang's 4.6-liter V8, boosting horsepower to 435 horsepower and 400 lb-ft torque that helps to enforce our fondness for this fortified Mustang.

Yes, it's the same rating as the 2009 Roush lineup, but we were reminded that Mustang does far more with its horsepower than either the Camaro or Challenger. The 427R pulls strong and hard from any rpm, with a torque curve flatter than Kansas. We had the chance to strap the Roush to a dyno, and the results more than confirmed that the supercharged V8 was putting out as advertised. The 400 horsepower and nearly 370 lb-ft torque at the rear wheels easily cover a 15% driveline loss and indicate Roush is probably underrating the 427R's motor.

GM to make "NASCAR-wide" funding cuts

2009-06-14T17:49:00.000-07:00

The scalpel of bankruptcy that is slicing off GM's sponsorship activities hasn't touched NASCAR's top tier Sprint Cup series, but the Nationwide and Camping World Truck series' have been trimmed. NASCAR drivers Dale Earnhardt, Jr. and Kevin Harvick have teams running in the lower two series, and have been told by GM that they will lose funding.

Harvick runs three trucks in the Camping World Truck Series and hasn't commented on what GM's move will bring. Earnhardt, with the backing of Hendrick Motorsports, fields two cars in the Nationwide series and a team spokeswoman said "we are fully capable of adjusting our business model to this change" to continue racing.

For now, Chevrolet has no plans to pull out of NASCAR entirely and the Sprint Cup remains immune to the cost cutting. As the red carpet event, everybody knows the fans want to see Chevrolet doing the ovals, and we imagine there will be quite a few other painful measures taken before the Bowtie would bow out of oval racing.

[Source: AP via Google News]

Brawn GP to sell off Honda heritage collection

2009-06-14T17:47:00.000-07:00

When Ross Brawn took over the artist formerly known as Honda F1, the other Formula 1 teams voted to allow Brawn GP to receive the commercial revenue owed to Honda. That was before Brawn started winning, oh, everything. The reversal came when the FIA declared Brawn an entirely new team and Renault's Flavio Briatore declared Brawn shouldn't get any money -- so Brawn didn't get the twenty million pounds it was expecting.

Now Brawn has decided to sell its Honda and BAR Racing heritage collection. The cars and collectibles span the 2001 to 2006 seasons and were piloted by Villeneuve, Button, and Barichello. With a 2001 BAR chassis pegged at something like £7,000 ($11,528 US), the sale won't come anywhere close to the £20,000,000 from the lost commercial revenue.

The sale is said to be about raising money, but we imagine that's only part of the case. Brawn has already said "we have the budget and the people to win the championship," and the team knocked back Virgin sponsorship because Sir Richard Branson wasn't offering enough. All of that makes this sale sound just as much about housecleaning and out-with-the-old as it is about money.

[Source: Five FWD]

Mercedes-Benz ESF S400 Concept's "Braking Bag" in action

2009-06-14T17:40:00.000-07:00

2010 Chevrolet Equinox ushers in New GM era

2009-06-13T05:14:00.000-07:00

The Chevrolet Equinox has never really been a loser in the compact crossover segment, but it has also never really been a leader, either. It was always just kind of "okay," with milquetoast styling, so-so performance and reasonable roominess, but never anything really attention grabbing. Coming just a week after General Motors filed for Chapter 11 bankruptcy protection, Chevrolet General Manager Ed Peper officially introduced the all-new 2010 Chevy Equinox as the first product of the "New General Motors," and it's clear that the company hopes their new baby is able to grab a much larger share of this burgeoning segment.Among other things, the Equinox gets all new powertrains, including an available four-cylinder engine for the first time. Both the four and the new 3.0-liter V6 have direct fuel injection and are paired up with six-speed automatic transmissions. In fact, everything about the Equinox is new. Apparently the only major component carried over from the old model is the sunroof module. Everything else has been reworked or replaced. We had the opportunity to spend some seat time with both the four-cylinder and V6 models with front- and all-wheel drive. Find out if the Equinox finally has what it takes to be more than just competitive after the jump.

http://www.autoblog.com/2009/06/11/first-drive-2010-chevrolet-equinox/

California looking to classify tires by rolling resistance?

2009-06-13T05:11:00.000-07:00

Low rolling resistance tires have been increasingly used to help manufacturers improve EPA efficiency ratings. While the specialty rubber used to be found mostly on hybrids, it is starting to find its way onto other vehicles as well, like gas-engined Ford Escape and Mercury Mariner SUVs.According to Modern Tire Dealer, California is looking to capitalize on advances in the tire industry to increase fuel economy and reduce CO2 emissions with a new proposal from the California Energy Commissions (CEC). The CEC has assembled a draft proposal to rate tires based on Rolling Resistance Force (RRF) efficiency. All tires that rank within 15% of the lowest combined tire size designation and load rating will be designated a fuel efficient tire.
Under the CEC's proposal, tire manufacturers would have to test their product to the same ISO 28580 test protocol. The CEC is hoping that the tire ranking system will be easy for consumers to understand so they can make an informed decision when it comes time to purchase new shoes for their car or truck.

Not surprisingly, the Rubber Manufacturers Association (RMA) isn't exactly keen on the idea of additional oversight. According to Modern Tire Dealer, the RMA says the CEC's proposal would cost the industry up to $20 million, while forcing tire companies to hire additional workers for testing and data analysis (great, new jobs!). The RMA also points out that the National Highway Traffic Safety Administration is also working on its own tire standards system, seemingly rendering the California initiative redundant.

[Source: Modern Tire Dealer]

2010 Corvette Grand Sport shown from all angles

2009-06-13T05:10:00.000-07:00

Since Chevrolet announced the return of the Corvette Grand Sport for 2010, we've been given detailed information on what the trim level will include as well as its starting price – $55,720 for the coupe and $59,530 for the convertible. What we haven't been given is a truly good look at the Grand Sport, having to make due with a single profile shot.Chevy has just released six new images of the GS in both coupe and convertible form that finally show off the exterior changes. Most obvious are the new gills that sit behind the front wheels and vent air from the larger brakes. The Grand Sport also gets that air inlet on the leading edge of its hood from the Z06, as well as the air scoop behind each door and front splitter. Those front and rear fenders are also both wider than what you get on a base Corvette, all in order to accommodate wider tires fitted to Grand Sport-specific wheels. Though the engine remains the same, GS Vettes do get an upgraded suspension and your choice of a manually tranny or six-speed auto.
Replacing the Z51 package, the new Grand Sport really does seem like the perfect compromise between a garden variety Corvette and the harder edged Z06. Check out the rest of our Grand Sport photos in the gallery below.

Keep Your Pants On: Kia Denim Soul on its way

2009-06-13T05:09:00.000-07:00

We're clearly fans of the Kia Soul, in case you couldn't tell after reading our recent reviews of the Korean brand's new urban road warrior. One of our few gripes is that we can't order a Soul with as many cool features and accessories as you can in Europe. That may soon change as our recent trip to Seattle to drive the new Forte sedan (review coming soon) revealed. Quietly on display was this special edition Soul, which we have confirmed will be called the Denim Soul and arrive at a dealer near you soon. We have no other details because Kia isn't talking, but you can tell from our gallery that this aesthetic package will certainly set your Soul apart. From its white wheels to the split stripe, this Soul has a little something extra. And while we didn't see the interior, we're almost certain it's called the Denim Soul because that's what Kia named this shade of blue, not because the seat upholstery is made of hard-wearing Levis like a certain AMC we remember. We'll let you know more and soon as Kia opens up with official info.

2010 Roush 427R raises bar for Mustang tuners

2009-06-13T05:07:00.000-07:00

When Roush Mustangs come to mind, we think of aggressive, edgy styling. Since the late '90s, Mustangs coming from the Livonia, MI assembly plant have had a distinctive look that we could spot from a mile away. That's why we were so surprised when the wraps came off the 2010 427R. Instead of the boy racer Mustang we were expecting, a fairly subtle pony car sat in its place. We had to do a double take to see if Roush had even added a body kit, as the overall profile is so close to a stock Mustang.

We were also somewhat disappointed by the lack of any significant horsepower increase compared to the previous 427R. Not that 435 horsepower is anything to scoff at, but it's the same as the 427R Trak Pak we tested last summer. We also had our doubts. Could Roush improve on the performance of the suspension without rendering it too harsh? How much would they actually be able to improve the interior?

With those expectations, we took delivery of a brand new 2010 Roush 427R. To our complete surprise, it took only a few minutes for us to completely fall in love with the car. You could say it was a case of love at first sound. The Roush exhaust system completely transforms the character of the Mustang from a pony car to a mean, snarling muscle car. The exhaust sounds fantastic doing just about anything – idling, cruising, downshifting, and, of course, at full throttle. Even while slowing to a stop, the tailpipes emitted a wonderful rumble and burble. A quick visit to the Roush web site revealed that the exhaust system is actually an option and not standard on the 427R, but to us it would be mandatory. Since Roush also sells their parts individually, the exhaust is also available for regular Mustangs. If you've recently purchased a 2010 Mustang GT, go buy the Roush exhaust. No seriously, do it right now. It's worth every penny.

That's not to say the exhaust is the only part of the car we loved. While the standard 2010 Mustang is significantly down on power compared to the Camaro SS and Challenger R/T, Roush has made sure that owners of the 427R won't need to shy away in a meeting of the musclecars. A roots style supercharger has been added atop the Mustang's 4.6-liter V8, boosting horsepower to 435 horsepower and 400 lb-ft torque that helps to enforce our fondness for this fortified Mustang.

Yes, it's the same rating as the 2009 Roush lineup, but we were reminded that Mustang does far more with its horsepower than either the Camaro or Challenger. The 427R pulls strong and hard from any rpm, with a torque curve flatter than Kansas. We had the chance to strap the Roush to a dyno, and the results more than confirmed that the supercharged V8 was putting out as advertised. The 400 horsepower and nearly 370 lb-ft torque at the rear wheels easily cover a 15% driveline loss and indicate Roush is probably underrating the 427R's motor.

2010 Acura TSX V6 offers more power, performance...

2009-06-10T19:47:00.000-07:00

The TSX V6 was engineered to fill the gap between the four-cylinder TSX and the relatively new TL. With the latest TL having gone upmarket in several areas, Acura felt there was enough space between its entry and mid-market lines to offer a stepping stone between the two. But this wasn't strictly about plopping a V6 into a TSX and adding some bigger digits after the dollar sign. According to officials, this car is about creating a more comprehensively sporting version of the TSX, yet one that wouldn't trod on the bumper of the TL.

If you're familiar with the 2009 TSX that was introduced last year, then you're up-to-speed on the TSX V6's exterior; there were essentially no changes made to the car beyond larger wheels, a V6 badge on the trunk and a different compound on the rear brakes. Even the dual tailpipes are the same size on both cars, and there are no interior changes – not one – to differentiate the four-pot from the sixer. Acura decided the V6's buyers were looking for sport package identity, they simply wanted more power. So, as with the bionic man, this is an operation to be felt, not seen.

But in Acura's estimation, this is also a car meant to truly compete with the A4, 3 Series, and C-Class. The 2.4-liter four-cylinder in the base TSX has 201 horsepower and 170 lb-ft of torque, leaving it ten horses and 88 lb-ft down versus Audi's 2.0-liter four. The 3.5-liter V6 in the TSX boosts its numbers to 280 hp and 254 lb-ft, giving it better outputs than the sixers in the Mercedes C350 and Audi A4 3.2, figures bested only by the BMW 335i – and it shades all of them by a hair in the fuel consumption stakes.

As stated, Acura didn't do anything to the interior, but it still deserves mention. Overall, the inside offers a placid view and the designers have done a good job of providing visual variety. There are plenty of contrasting curves, overlaid with four different plastics treatments throughout and perforated leather inserts in the doors. It won't grab you by the heart when you take a seat, but it ought to age well – a trait that seems too rare in the luxury segment. (something that would go some way toward explaining that resale value...)

The seats remain wide and comfy. Strikingly, compared to the skinny seatbacks becoming au courant among smaller luxury cars, the side of the seat is thicker than a brick wall. Rear legroom doesn't appear to be compromised since it's only the bolsters that create the bulk, but it did come as a surprise.

As for another detail of the interior: we appear to be alone in this, but the dash feels awash in buttons. The steering wheel has 11 buttons on it, seven of them multi-function. The center stack is a button convention with two multi-function knobs as special guests. We're sure it wouldn't take much to adapt and find our go-to buttons, but the initial cockpit survey leads us to think Airbus, not Acura.

2010 Kia Soul deserves to be breakout hit for brand

2009-06-10T19:46:00.000-07:00

The Boar thing – snicker if you like – but what Mike Torpey and the team of designers in Korea have wrought is earning accolades the world over. That porcine inspiration delivered a Red Dot design award for Kia, the first for any Korean car and a punctuation mark on the widely held opinion that the Soul is one fine-looking automobile. The critical success of the Soul's design is directly attributable to a nature documentary that designer Torpey took in while working on the car in Korea. The show was about a wild boar that is apparently common to the region, and something about the animal spoke to designer Torpey. The Soul's cheeky, brash stance is great looking in a non-conformist way, regardless of what got the idea going.

Boxy yet not slabby, the Soul's exterior has been deftly drawn with careful detailing. Windows and taillight clusters are set off by bevels, and a continuous line is an Easter Egg for anyone who cares to trace it from its origin outlining the glass, around the roof, down the back and across the bottom, finishing off in front. The raked and tapered sideglass furthers the Soul's ready-for-action stance. Every vent, character line, bulge and curve has been placed cleanly and with purpose, and the end result is that the Soul's styling is clever without being cloying. Drawing an automotive extrovert with just the right touch of restraint is no mean feat, and the longer you gaze at the Soul, the better it gets as you discover all the fun that the design team molded into its flanks.

No shrinking violet in any shade, the radioactive green on our test car was dubbed "Alien." The verdant hue is just the thing for springtime, and the Soul may represent a shift as big as the change of seasons in Kia's fortunes. Young buyers ought to be attracted to the Soul for its ability to tackle every request, as well as its low price and standard equipment list that includes plenty of desirable features that are optional elsewhere. Starting under $14,000, the base Soul has the bases well covered.

Down in the shadows, the mechanical details add up to a car with unexpected verve. Standard four wheel disc brakes impart a sure feeling to the brake pedal and stability control is also fitted across the board. Basic Souls are motivated by a 1.6-liter four-cylinder sending 122 hp and 115 lb-ft of torque through a five-speed manual transaxle, but those are expected to represent but a sliver of the model's total volume. Opting for an automatic transmission, ($950 extra in all trims), yields an immediate upgrade to the 2.0-liter four and its 142 hp and 137 ft-lb capabilities. Both engines employ dual overhead camshafts with variable valve timing, and the 2.0-liter we sampled delivered 29.9 miles per gallon with the four-speed autobox and zero babying. The automatic is mostly unobtrusive, though it occasionally it dodders a bit before delivering a kickdown. Throaty, the engine can get harsh sounding when twisting the tachometer needle hard, but keep your inner Rat Fink at bay and the Soul's braying fades into the background.

The Soul's steering is sporty where others in this price range can be numb. There's a life to the rack-and-pinion setup that says the Soul has been tuned by folks who know what a proper front-wheel drive car should feel like. Despite any "box it came in" commentary from onlookers, the Soul is more than a mere wheeled appliance. A taut, nearly athletic feel has been part of Kia's brief across its entire vehicle range for at least a couple years and that philosophy benefits the Soul, too. A strut front end and torsion beam rear axle are certainly not revolutionary, and in the wrong hands such a suspension setup can feel woefully dated. Instead, the Soul feels great from behind the wheel. A front anti-roll bar and gas-charged dampers all around add up to a lively, well behaved experience. Simply put, the Soul is fun to drive with its standard setup, and the Sport trim level carries a retuned suspension and larger 18-inch alloy wheels, so it promises to be more entertaining still.