Cars, bikes, trucks...

Opel Antara 2008

2007-03-12T07:22:00.000-07:00

Just one year after the three-door GTC crossover concept car’s enthusiastic reception at the IAA 2005, the production version of the all-new Opel Antara now makes its world premiere at the Paris Motor Show (September 30 to October 15).

The technologically sophisticated crossover for everyday and leisure use combines dynamic, elegant design with intelligent four-wheel drive and agile handling. At the same time, the Antara boasts generous interior space yet compact dimensions, innovative transport features such as the integrated rear carrier “Flex-Fix”, high levels of functionality and a raised seat position. Initially, the Antara is available with a 2.4-liter, 103 kW/140 hp gasoline engine, a 167 kW/227 hp, 3.2-liter V6 gasoline unit or a 2.0-liter, 110 kW/150 hp diesel. Within a few months, this common-rail turbo-diesel unit will be joined by a second version which produces 93 kW/127 hp. Both CDTI engines come with a maintenance-free diesel particulate filter as standard.

Further Opel highlights in Paris are the new Corsa, which enters the market in three and five-door versions in October, and the performance-enhanced Vectra OPC, which now offers even more dynamics with a 280 hp engine and modified chassis. Opel also presents OPC versions of the Astra, Meriva and Zafira in Paris, and provides an overview of its diverse model range, including the Astra GTC with panorama windshield, the Tigra TwinTop and Astra TwinTop cabrio-coupés, as well as the new Opel GT roadster, which will be at dealerships next spring.

This year, the Opel stand is in Hall 5.2, together with all other GM brands in Paris.

New Corsa: Exciting, individual and dynamic

The new Opel Corsa is presented to the public in Paris shortly before its market launch in October. The fourth model generation boasts exciting design with sporty, athletic contours, a newly developed chassis for driving dynamics and agility at the highest level, as well as a new high-quality interior with plenty of space and feel-good ambience. In addition, the new Corsa is available with new high-tech features such as curve and cornering light, heated steering wheel and variable progressive power steering (Corsa Sport), as well as numerous clever ideas like “Flex-Fix”. The Corsa is available with three gasoline and two common-rail turbo-diesel engines, which all feature four-valve technology. They cover an output range of 60 to 90 hp and have displacements of 1.0 to 1.4 liters. A new 125 hp, 1.7 CDTI engine with diesel particulate filter as standard will follow shortly.

Vectra OPC: Now with 280 hp and modified chassis

The 2007 model editions of the Opel Vectra OPC and Vectra Station Wagon OPC (available from October) are on display for the first time in Paris, and are more attuned to sporty drivers’ demands than ever before. Thanks to an optimized induction system, modified engine components and new correspondingly tuned control software, the 2.8-liter V6 gasoline engine with twin-scroll turbocharger now produces 206 kW/280 hp instead of the previous 188 kW/255 hp. This enables the sedan to accelerate from zero to 100 km/h in just 6.3 seconds (6.5 for station wagon) − an improvement of four-tenths of a second. The more dynamic handling is assisted by the modified spring/shock absorber setting and correspondingly newly tuned IDSPlus2 software. In addition to the optimization of pitch, roll and turn-in characteristics, the difference between the normal chassis setup and the Continuous Damping Control’s (CDC) sport setting, which is activated by the SportSwitch, has been further increased.

VW Touran

2007-03-12T07:18:00.000-07:00

Volkswagen has revealed the first images of its new Touran compact MPV, ahead of its world public debut at the Paris Motor Show later this month. With a fresh new appearance and innovative technologies, yet still boasting all the practical features for which the Touran has become renowned, the revised seven-seater people carrier looks set to continue the model’s success.

The new Touran will be the first Volkswagen available with ParkAssist, an optional parking guidance system developed by Volkswagen engineers. ParkAssist enables automatic parking, using front and rear ultrasonic sensors to detect available parking space and a control unit to calculate the ideal manoeuvring path. Acoustic and visual displays guide the driver to the correct parking start position, then once reverse gear is selected the car parks itself in under 15 seconds. All the driver has to do in this time is accelerate and brake – the Touran does all the steering. The system is likely to be available in the UK from June 2007.

In appearance, the revised Touran has a new radiator grille and headlights which are similar to those of the recently launched Eos coupé cabriolet. At the back, new rear lights and a modified bumper distinguish the new generation Touran. Inside, new fabrics and stainless steel trim, plus an MP3-compatible radio/CD player among other items give an upmarket feel and make the cabin a nicer place to be. In the UK, the Touran line-up of S, SE and Sport remains, while engines will be rationalised to include two petrol and four diesel units. These will be a 1.6-litre 102 PS and 1.4-litre 140 PS TSI; and 1.9-litre 90 and 105 PS TDI plus 2.0-litre 140 and 170 PS, the latter with DPF (diesel particulate filter).

The new Touran will go on sale in the UK early next year; prices will be confirmed closer to launch. The current Touran went on sale in the UK in summer 2003 and has proved very successful with sales of over 32,700 units since launch.

2008 Mercury Mariner

2007-03-12T07:16:00.000-07:00

The Mercury Mariner continues to be one of the company's leading vehicles to attract new customers, and the new 2008 Mariner and Mariner Hybrid are expected to accelerate the pace.

On sale in the first quarter, Mariner's exterior is cleaner than ever, including body-color moldings and minimal cladding. The higher beltline adds to a sophisticated, urban look. The right amount of satin aluminum accents – almost like jewelry – help the Mariner stand out.

The upscale design cues are carried through to Mariner's interior, with satin pewter accents and chrome finishes. Contrasting fabrics, colors and textures – design cues from the fashion and furniture industry – deliver a unique tactile and sensory experience for drivers and passengers alike.

Owners will find the interior quieter and more comfortable as well, thanks to a new acoustic windshield laminate, thicker side glass, a new headliner material and interior carpet volume that has increased by 25 percent.

Driving dynamics, already a strong point on the Mariner, have been improved with revisions to the front and rear suspension, new speed-sensitive Electric Power Steering (EPS) and a new braking system.

Three powertrains are available – a standard 2.3-liter I-4, an optional 3.0-liter V-6 and a full hybrid electric version. For 2008, modifications have been made to the hybrid control system software to improve the transition between gasoline and electric operation. The Mariner Hybrid also is now available in either front-wheel drive or four-wheel drive. Previously, it was offered only as a four-wheel-drive model.

A long list of standard safety equipment continues to be a key Mariner selling point. All models feature Ford's Safety Canopy™ side air curtains and side air bags in the front seats. Mariner also features standard ABS and, on non-hybrid models, standard AdvanceTrac® with RSC®, Ford's exclusive roll stability control and active safety system.

New Volkswagen Touareg

2007-03-11T05:52:00.000-07:00

Volkswagen has revealed the first photographs of its new Touareg luxury 4x4, ahead of its world public debut at the Paris Motor Show next week. Sporting a new ‘face’, revised rear styling, updated interior and seats as well as the Dynaudio sound system as an option, the new Touareg will go on sale in the UK at the end of January 2007.

At the front, the new Touareg features a new grille, bonnet, front wings and bumper, plus new headlights and mirrors. The rear lights, spoiler, bumper and exhaust pipes have also been modified to freshen the 4x4’s appearance.

The new Touareg will feature new and revised technology, including ABSPlus and additional ESP (Electronic Stabilisation Programme) features. ABSPlus has been developed and patented by Volkswagen and is a world first. The system shortens the braking distance by up to 20% on loose driving surfaces. New features have been added to the ESP, these include Active Rollover Protection (ARP), rain brake support, fading brake support and understeer control logic, which improves the turning behaviour in the event of understeer. The UK line-up will remain as before with three trim levels – Touareg, SE and Altitude – all of which boast high levels of standard specification and trim.

Four engines will be available: one petrol and three diesel. These are a 3.6-litre V6 280 PS petrol; 2.5-litre TDI 174 PS with DPF (diesel particulate filter); 3.0-litre V6 TDI 225 PS with or without DPF; and the range-topping 5.0-litre V10 TDI with 313 PS and DPF. The 2.5-litre TDI will be available as standard with a six-speed manual gearbox and optional Tiptronic automatic transmission. All other engines will be mated to the six speed Tiptronic automatic transmission.

The current Touareg model went on sale in the UK in May 2003. The car is designed to deliver class-leading performance both on and off the road. Features such as permanent four-wheel drive, low and high gear ratios, electronic traction control linked to an auto-locking centre differential, hill start and descent assist and short front and rear overhangs all contribute to class-leading capability when venturing off the beaten track. Extremely steep slope angles are within the Touareg’s capability, and versions with air suspension can ford depths of up to 580 mm.

Since launch, over 10,500 Touaregs have been sold in the UK.

New Škoda Roomster Scout

2007-03-11T05:51:00.000-07:00

Škoda Auto is introducing the Roomster Scout, a brand new version of its compact MPV. After the premiere of the Octavia Scout at the Paris Motor Show, the Roomster Scout is a second vehicle of the Scout family, a design line that adds distinct off-road elements to passenger vehicles.

Compared with the basic version, the Roomster Scout is mainly different in terms of new design elements and larger outer dimensions (4,219 mm x 1,695 mm x 1,650 mm). Just like the basic version, the Roomster Scout is a front-wheel drive vehicle.

The Roomster Scout comes with 16" alloy wheels in the standard package, 17" wheels are available as an optional equipment item. Developed exclusively for this particular model, the design of the Scout wheel is very distinct. In general, the Scout packet gives the Roomster a modern, leisure-time image. The side covers and the silver part of the rear bumper are items that have already become characteristic of the Scout line.

The SunSet system in the tailgate, rear side windows and the rear windows (dark tinted glass in the standard package) makes the vehicle's exterior even more attractive. The dashboard comes in the Onyx/Onyx and Onyx/Silver versions, the seat upholstery material is identical with that in the Octavia Scout.

Two four-cylinder petrol engines are available – 1.4 16V/63 kW and 1.6 16V/77 kW. Customers preferring TDI engines can choose between the three-cylinder 1.4 TDI PD/59 kW and the four-cylinder 1.9 TDI PD/77 kW. All of the engines come with five-speed manual transmissions, the 1.6 16V/77 kW version is also available with the Tiptronic six-speed automatic transmission system.

The Roomster Scout is going to have a world premiere at the Essen and Bologna motor shows in early December. The market launch is planned for March 2007.

2008 BMW 5 series

2007-03-11T05:43:00.000-07:00

More convincingly than any other car in its class, the BMW 5 Series combines supreme style and presence with sporting power and performance. And now the design, driving experience and superior comfort offered by the 5 Series reach a new standard of perfection. Highly attractive refinements to the exterior and significant, visible and tangible enhancement of style and sophistication in the interior accentuate the sporting, elegant character of the BMW 5 Series Sedan and Sports Wagon. The premium ambience within the car’s interior is borne out by sophisticated materials, attractive colors and re-designed interior elements and controls.

Power units more muscular than before and with exceptional all-round efficiency raise the line-up of engines in the 5 Series to a higher standard. Benefiting from this kind of power, the BMW 5 Series is entering a new dimension of Efficient Dynamics attributable to a wide range of enhancements on and around the engine for maximum fuel economy and minimum emissions. A particular highlight is BMW’s innovative High Precision Injection direct fuel injection technology featured on the twin turbo straight-six power unit in the 535i models. Other new drivetrain developments are the updated, quick and precise six-speed automatic transmission as well as BMW’s unique optional Automatic Sports Transmission with shift paddles.

Two engine variants on the new BMW 5 Series are available with BMW xDrive permanent and variable all-wheel-drive technology. In this intelligent all-wheel-drive system, optimized control and management electronics ensure spontaneous and precise response to changes in driving conditions.

The new BMW 5 Series also offers a wide range of innovations in driver assistance and comfort features. As an example, it is the only car in its segment available with Active Steering, BMW Night Vision, Head-Up Display and, new for 2008, Lane Departure Warning and Active Cruise Control featuring a Stop & Go function.

The standard iDrive control system, newly provided with six programmable memory keys, as well as an available navigation system with voice recognition, enhance the long-distance touring comfort of the BMW 5 Series.

TechArt Automobildesign Interior

2007-03-10T10:59:00.000-08:00

Exclusive automobile interiors have gained TechArt Automobildesign worldwide fame and recognition. The Swiss furniture manufacturer de Sede occupies the same lofty position in the area of seating furniture. The idea of combining the unique qualities of both companies in new automotive creations was born in 2006. At the Geneva Motor Show 2007 they present a 600-hp / 442-kW TechArt MAGNUM featuring the new TechArt interior line ‘de Sede of Switzerland.’

de Sede was founded more than 50 years ago, and is run by its two owners, Hans-Peter Fässler and Bernhard Schüler. Privateer Fässler is a passionate art and car enthusiast. The world-renowned manufacturer of exclusive luxury furniture is home in Klingnau, Switzerland. Only cows from Switzerland and southern Germany are used to make the various types of de Sede leathers. de Sede sells its chairs, sofas and tables in 120 countries around the globe.

With the TechArt interior line ‘de Sede of Switzerland’ these exquisite materials now also find their way into the automobile. The exclusive de Sede leathers are specially treated to account for the harsh climate conditions in an automobile.

TechArt Automobildesign’s company-own upholstery shop places utmost importance on perfect workmanship down to the last detail. Highly experienced upholsterers transform the high-quality de Sede leathers into covers for seats, doors, dashboard, roof pillars and headliner.

In addition to choice de Sede leathers the seats also feature a unique soft-touch padding structure with areas of gradual firmness that are custom-tailored to the human body. The result is exceptional seating comfort combined with excellent lateral support.

Maximum comfort is paramount in the rear compartment too: Custom-developed individual seats for the rear mirror the front-seat design, and come with a custom-tailored center console covered with the finest de Sede leather. The integrated compartment for drinks, snacks and storage is lined with elegant Microsede material and features illuminated glass holders for the two Rosenthal® glasses with engraved TechArt MAGNUM logo. A small refrigerated compartment is hidden behind a precious-wood lid between the rear seatbacks.

The TechArt interior line ‘de Sede of Switzerland’ also features a state-of-the-art multimedia system. Two LCD touch screens are integrated into the back of the front headrests. Rear passengers can choose between watching a DVD on the 6-disc DVD changer or programs from the integrated digital TV tuner. They also serve as monitors for playing games on a Playstation2 game console. The sound is carried by wireless RF hi-fi headphones.

New Golf Estate

2007-03-10T05:01:00.000-08:00

Volkswagen’s new Golf Estate, combining sharp dynamics with space and versatility, is set to make its debut at the Geneva Motor Show on 6 March. With the largest loadspace of any Golf to date the new estate extends the versatility of the Golf range. As well as a bold new look to the rear of the car the Golf Estate benefits from fresh styling at the front together with several desirable practical and dynamic touches.

A new nose featuring a distinctive chrome grille section framed by a set of deep front air dams lend the new Golf Estate an imposing look. The major changes occur from the B-pillar backwards. The tailgate section is designed to maximise bootspace without compromising style and intersects a set of bold new rear lights. Finishing off the look are a set of roof rails and a subtle aerodynamic spoiler mounted on the trailing edge of the rear window.

The expanded loadspace is accessed through a wide, contoured boot incorporating a low load lip. To aid practicality the rear seats fold flat into the floor to reveal a versatile 1,550-litres of bootspace complete with multiple load hooks. A 12V socket plus stowage beneath the boot floor are useful additions along with heating elements built into the rear windows.While practicality and load lugging are high on the Golf Estate’s agenda the sharp driving dynamics of the hatchback are retained. The new Golf Estate will be powered by a range of advanced engines: The refined and economical diesel variants come in a choice of 1.9-litre TDI 105 PS and 2.0-litre TDI 140 PS engines. Petrol engines comprise of 1.4-litre TSI 140 PS and 1.6-litre FSI 102 PS variants from the Golf hatchback. The new 1.4-litre 140 PS TSI engine combines the virtues of a small capacity engine and its inherent fuel economy with a supercharger and turbocharger to grant a performance edge. The TSI engine is mated to a choice of six-speed manual or quick-shifting DSG gearboxes.

2007 Fiat Bravo

2007-03-10T04:59:00.000-08:00

On 29 January 2007, the new Fiat Bravo will be presented to the international media in Rome, going on sale throughout mainland Europe during the following weeks. It will become available in the UK next summer. The new Bravo is built in Fiat Auto’s Piedimonte S. Germano plant (Frosinone), and is aimed at becoming a benchmark in the most important segment of the European market. To achieve this goal, the Fiat Bravo has been designed and developed to embody both beauty and substance.

Developed by the Fiat Style Centre, the exterior design of the model is unmistakably Italian, all of which is part of the development of the brand’s visual identity.

The new Bravo arouses emotions at first glance, and it welcomes occupants with a passenger compartment in which they will appreciate the quality of materials used and the care dedicated to the smallest details.
he new Fiat Bravo combines a compact five-door body with a remarkable amount of interior space: it is 434 centimetres long, 179 cm wide and 149 cm high, with a wheelbase of 2.6 metres, and a loading capacity of 400 litres that tops its class.

The Fiat Bravo also aims to be a car of substance, thanks to a wide range of technological features, and quality standards worthy of a higher class where safety, comfort and driving enjoyment are concerned.

The Fiat Bravo is an agile car that is entertaining to drive in every situation, thanks in part to the wide choice of engines, which include the popular turbo diesel 1.9 MultiJets (120 and 150 bhp), the 90 bhp 1.4, and a new family of turbocharged T-JET petrol engines (120 and 150 bhp 1.4 Turbo) that will be making their debut, combining low fuel consumption with outstanding performance.

Kia Drops Lid on Geneva Concept

2007-03-10T04:55:00.000-08:00

Rumors of Kia's first convertible have being circulating for years, and here's the proof there's no smoke without fire. The Korean firm has taken the wraps of the ex_cee'd concept at the Geneva Motor Show. It's the first vehicle to be styled under the guidance of Peter Schreyer, the design boss who recently defected from Volkswagen.

The car is based on the three-door Cee'd hatchback, due to go into production at the end of the year. The five-door variant has just been launched in Europe and a station wagon is expected in the summer. The cabrio will arrive in 2008.

Schreyer has opted for a canvas hood rather than a folding metal hardtop, and explained he had a special reason for that. "I'm convinced the fabric roof will have a renaissance. We've all lived with the romantic idea of open-air driving for a long time and for me, it's the quintessential element of a truly rewarding cabrio."

Riding on 19-inch alloys, the ex_cee'd is finished in "meringue white" with a 'bitter chocolate' top. The two colors are repeated in the leather interior.

2008 Renault Twingo II

2007-03-10T04:51:00.000-08:00

Well it doesn’t look like we'll have to wait for Renault’s media gathering tomorrow to see the all-new 2008 Twingo II as a full press-gallery has already spilled the net. Unlike its trend-setting predecessor that came out in the early 90’s, the new Twingo is a down-top-earth proposition from Renault who looks like it has locked up its quirky but innovative ideas for the time being.

Measuring about the same size as the outgoing mini (1.6m long, 1.7m wide and 1.4m tall) the Twingo’s exterior design is based on Renault’s homonymous Paris Show concept, though obviously significantly toned down (or rather a let-down...). Surprisingly enough, the French mini’s interior will certainty raise a few eyebrows as this is something you’d not normally expect from a car of this category.

According to our initial info, the Twingo will be offered in two versions, a basic and the GT. If you scroll down and check out the pictures the GT is the one with the chrome colored details. No official word out on the technical specs, but we’ve heard that the concept’s 100Hp strong 1.2-litre Turbo (petrol) will be on the check list. Sales of the 2008 Renault Twingo are expected to start in Europe during this spring.
-Renault launches New Twingo at the Geneva Motor Show
-New Twingo will reach UK shores in right-hand drive for the first time
-On sale in the UK in September 2007
-Two trim levels and engines available in the UK, Dynamique 1.2 16V 75hp and the GT with the new TCE -(Turbo Control Efficiency) 1.2 100 hp petrol engine
-UK Prices and specification announced nearer launch

A longstanding player in the small car segment, Renault has sold more than 2.4 million Twingos since the model's launch in April 1993. Now for the first time UK drivers will be able to get behind the wheel of the ever-popular city car when New Twingo goes on sale in the UK in September 2007.

The launch of New Twingo forms part of Renault Commitment 2009 and the introduction of 26 new cars, including 13 aimed at conquering new markets. New Twingo boosts Renault's presence in the small car segment alongside Clio Campus, Clio III and Modus.

Thanks to its chassis derived from the B-segment and a powertrain range featuring the new TCE (Turbo Control Efficiency) 100hp petrol engine, which offers class-leading performance and fuel consumption, New Twingo's superior dynamics set it apart from its predecessor. New Twingo also targets a broader, more international clientele thanks to the distinctly dynamic styling of the GT version and the robust lines of the other versions, plus the availability for the first time of right-hand drive models for the British market.

New Twingo stands out as a further illustration of Renault's know-how in the domain of optimising cabin space and interior versatility, by making full use of the car’s compact dimensions (length: 3.60m). The interior is extremely modular thanks to its four independent sliding seats. Meanwhile, New Twingo's boot volume is the biggest in its segment, ranging from 165 to 285 litres (VDA) with all four seats in place and is extendable to a full 959 litres with a two-seater layout.

Communicative and occupant-friendly, New Twingo features a ‘TunePoint’ Audio Connection Box which enables personal music collections stored on USB keys, portable MP3 players or iPods® to be played through the car's audio system and operated via the steering wheel-mounted controls. Twingo is also available with hands-free Bluetooth telephone controls complete with 'hold' function for safer motoring.

In keeping with the "my Twingo" philosophy, buyers can customise their new car thanks to a range of decorative decals for the exterior.

LR2: Land Rover for the Masses

2007-03-10T03:15:00.000-08:00

Part of Ford Motor Co.’s Premier Automotive Group, Land Rover is a luxury marque with an off-road pedigree.While the Freelander 2/LR2 technically is a cross/utility vehicle, borrowing components from Ford’s global EUCD midsize car platform (Ford Mondeo, Volvo S80), the car-based Land Rover is surprisingly capable. It also looks the part. The new LR2, which carries over nothing from the original Freelander, takes some styling cues from the larger LR3 (Discovery 3) and shows clear Land Rover genes with the clamshell hood from the Range Rover.
The front and back perhaps err on the side of caution. The CUV does not copy the asymmetrical rear window lines of the striking LR3.And the front may be too reminiscent of the original Freelander that was available in North America from 2002 to May 2005, when it was discontinued because Land Rover lost its engine supplier with the collapse of MG Rover.
Land Rover LR2 returns to U.S. almost two years after Freelander exited.

The modern LR2 returns with a narrow A-pillar for better visibility, short overhangs to tilt off-road and a wide track for on-road handling – as pavement and congestion are the hallmarks of the terrain it is most likely to traverse.

This dose of reality appears lost on Land Rover, which invested the LR2 with much more capability than most competitors in the middle-luxury CUV segment.

The LR2 attempts to follow the path of the larger LR3, which is downright goat-like in its ability to crawl over or climb up any terrain with Land Rover’s Terrain Response system that dials in the appropriate measure of traction.

The auto maker tweaked the Terrain Response system for use in the LR2, as well. The smaller CUV has four settings – the rock-crawl option is omitted as the LR2 lacks low-range gears and has less ground clearance with 8.3 ins. (21.0 cm) under the front axle and 10.5 ins. (26.5 cm) under the rear axle.

The grass/gravel/snow setting is the most aggressive of the four options (the others being mud and ruts, sand and general driving), and the LR2 eats its way through each of them on a test course here. Related Stories
LR2 Tested, Ready for Launch
Recreating Land Rover

BMW's M3 Concept

2007-03-10T03:13:00.000-08:00

A peek at what BMW's next performance icon may look like is available at Geneva with the introduction of the M3 Concept Car. Around the car's high-revving V8 heart is entirely new and purposely-built bodywork, sharing only doors and trunk lid with the 3 Series coupe it is based on. The front fascia sports three large air intakes for greater engine cooling, while the aluminum hood features two additional intakes and a Powerdome bulge hinting at the performance that lies beneath.Other exclusive styling elements include pronounced wheel arches, side gill vents, aerodynamic exterior mirrors, side skirts and a rear spoiler to help convey a muscular stance. Most notable is the car's carbon fiber roof structure - which both shaves weight and lowers the car's center of gravity - a feature also found on the M6. A layer of clear finish exposes the carbon fiber to help show off the technologically advanced nature of the next M3.

Matte World Geneva

2007-03-09T23:08:00.000-08:00

This year's Geneva Motor Show brought even more matte finish to the party and after discussing the trend with a few of our colleagues, we determined that the bubble is reaching critical mass and will soon burst in a pseudo-rat rod colored explosion.

Several examples were available to prove our point, but the three that caught the attention of our shutter finger include the display of the above Phantom in all its anti-blingerific glory, before it left the Rinspeed crew for a customer somewhere in the Middle East.

The Sbarro Turbo S 20 was another example using the dull hues to good effect and coupled with the blown powertrain from a Porsche 928, it had the oomph to match its understated exterior.

Also on hand was a tuned Mustang GT in the aftermarket showcase area, which we caught on our way out the door on Wednesday. There was no one on hand to answer any questions, but the faux rivets, flanking the hood, roof and trunk were enough to garner a few chuckles as we departed.

Check the gallery for more images of all things matte and we'd encourage you to sound off in comments about the anti-buff trend.

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Maybach 62S

2007-03-09T23:05:00.000-08:00

What is the most hedonistic, sybaritic, over-the-top thing you can do when testing one of the most hedonistic, sybaritic, over-the-top cars on the road?

It is to lounge in glorious, luxurious repose and let someone else drive, daaahling, while you sup on sugared dates and wash your feet with sparkling mineral water. Indeed, you’d no doubt like to find yourself in full recline, with a leggy, blond, northern European “guide” sharing secrets of the exotic world around you, and Lars the chauffeur assuming his position: eyes straight ahead, ears closed, mouth shut, foot to the floor. What is the most hedonistic, sybaritic, over-the-top thing you can do when testing one of the most hedonistic, sybaritic, over-the-top cars on the road?

It is to lounge in glorious, luxurious repose and let someone else drive, daaahling, while you sup on sugared dates and wash your feet with sparkling mineral water. Indeed, you’d no doubt like to find yourself in full recline, with a leggy, blond, northern European “guide” sharing secrets of the exotic world around you, and Lars the chauffeur assuming his position: eyes straight ahead, ears closed, mouth shut, foot to the floor.

Lada-C Concept

2007-03-09T23:00:00.000-08:00

Though Lada is the punchline of many jokes outside its native country of Russia, the brand run by AvtoVAS has plans for a major export operation that could see more of its cars sold all over Europe, perhaps even in the U.K. Normally we walk right by the Lada booth at various international auto shows, since we've since their cars before... back in the '70s and '80s when they were sold with other brands' badges on their hoods. The Lada C Concept, however, is a genuine attempt by the automaker to design something fresh that's engineered on modern day mechanicals. To achieve that end, a deal was struck with MagnaSteyr, a mercenary engineering and manufacturing firm that will design and build for you whatever you want – for a price. Lada contracted MagnaSteyr to develop the C Concept's mechanicals, which are destined to underpin the automaker's next-generation lineup of cars and CUVs. In addition, MagnaSteyr has developed them to meet European safety and emissions standards, which opens up the door for Lada in many new markets.

It's not known whether the C Concept is destined for production, but the three-door hatch is relatively easy on the eyes, at least compared to the ancient designs of current Ladas. It's powered by a 2.0L four-cylinder, which for its size should provide plenty of grunt.

2008 Ford Focus

2007-03-08T05:48:00.000-08:00

For the second time in its life cycle (or is it third?...we’ve lost track), Ford has made over its aging Focus subcompact in order to keep it fresh. This time, however, the redo is quite significant, with radically different styling inside and out, a simplification of the model/engine lineup and the addition of a coupe model. And no, they are not derivatives of the stellar European Focus which shares many of its best parts with the Mazda3 and the Volvo C30/S40/V50.

Interestingly, just as hatchbacks are making a comeback in this country, Ford has dropped both Focus hatchback models—as well as the wagon—from the lineup, leaving the sedan and the aforementioned coupe as the only Focuses available in the U.S.

New looks inside and out

So what does this redo involve? From stem to stern, the Focus is dramatically restyled. It wears a version of Ford’s three-bar grille (with one less bar) flanked by geometric headlamps. A raised beltline creates a more dramatic side view, as do the new side vents and bodyside sculpting. A high trunk lid completes the new look, though strangely, it doesn’t create any additional trunk space in the sedan (it’s actually down nearly one cubic foot from 2007). Somehow, the new look evokes the Saturn Ion, and no, that's not a good thing. Whoever styled the front fenders to make the 17-inch wheels look like 12s should be fired, immediately.

Inside, passengers sit within an overhauled interior highlighted by a new dashboard with a center-mounted HVAC/stereo readout perched just beneath the windshield. An available ambient-lighting package allows the driver to select between seven colors to illuminate the cupholders and footwells. Dash lights have been changed from green to “Ice Blue.” Also significant is the addition of sound-deadening materials and thicker side glass in the front windows to take some of the clatter out of the Focus’s previously noisy cabin.

Little changed underhood

As for mechanical changes, there aren’t many in terms of powertrain, other than the discontinuation of the more powerful 151-hp 2.3-liter four-cylinder from the previous ST sedan, leaving only the tried-and-true 136-hp 2.0-liter that will get a super-clean PZEV rating in the green states. Available five-speed manual or four-speed automatic transmissions remain. However, a redesigned suspension with new shocks, spring rates, stabilizer bars, and bushings are all new for 2008. Side thorax and curtain air bags will also be standard for ’08.

Available: "Ford Sync"

The ‘08 Focus will be one of the first vehicles to receive Ford’s new “Ford Sync” in-car digital communications system, which gives the driver voice-activated, hands-free control of most mobile phones and portable music players. Developed with Microsoft, the system allows two ways to sync devices to the car: Bluetooth, for mobile phones as well as mobile phones with integrated MP3 players; and a USB 2.0 port for iPods, MP3 players and flash drives with MP3 files. Phone calls become speaker-phone-style through the vehicle’s speaker system, and the system can even read text messages aloud. Particularly cool is how the system can handle cell phone calls a driver might have been on as he or she entered the car: by touching the telephone button on the steering wheel, the Sync system will instantly connect to the Bluetooth phone for hands-free operation henceforth. We're assured that the system's software is upgradeable as new technologies come to market.

2008 Ford Escape

2007-03-08T05:46:00.000-08:00

In spite of banal styling and mediocre quality, the Ford Escape has remained one of the best-selling compact SUVs on the market. Next spring, Ford hopes to maintain its strong position with the redesigned 2008 Escape. But don’t be fooled by its macho exterior; mechanically speaking, most of the old Escape is still trapped inside.

The Escape’s new styling does toughen its image quite a bit, with a higher beltline, a bolder new front fascia and lighting units. New wheels and more prominently flared fenders give it a more visually planted stance. The cladding of the former model has been removed, thankfully, for a cleaner look. “The goal from the beginning was to make Escape look even stronger and tougher than the original,” says Doyle Letson, chief designer for the 2008 Escape.

Inside, changes are more significant, including upgraded materials, more sound insulation, new seat fabrics made from 100-percent-recycled materials, a completely redesigned dashboard, and a center stack featuring a Mazda-like info display atop the dash. Passenger space remains relatively unchanged, allowing certain competitors—some of which offer third-row seats—to retain any advantages they currently claim in this significant area. New goodies include an iPod jack, a huge center console and an available navigation system. Also new is the “ice blue” interior illumination replacing the blasé Ford green currently staring so many millions of Ford drivers in the face today.

Mechanical changes are more minor, including new speed-sensitive electric power steering, as well as low-dust brake linings. The hybrid (below left) and V-6 models stay with four-wheel disc brakes but, unfortunately, the four-cylinders retain their archaic disc/drum setup.

For all that’s changed, the Escape’s three front- and all-wheel-drive powertrains have not. As before, the base 2.3-liter 16-valve four-cylinder makes 153 horsepower and 152 lb-ft of torque while the optional 3.0-liter 24-valve V-6 produces 200 horsepower and 193 lb-ft. The Escape Hybrid continues with its 133 horsepower, 2.3-liter DOHC 16-valve four-cylinder engine supplemented by a 70 kW electric motor. Both gas-only engines come only with a four-speed-automatic, while a Continuously Variable Transmission (CVT) is the only available transmission for the hybrid model. The on-road-biased optional all-wheel drive system is also carryover.

2008 Dodge Caravan

2007-03-08T05:43:00.000-08:00

While its American compatriots have decided they can't compete with the likes of the Honda Odyssey and the Toyota Sienna and are throwing in the Wet Wipe in the minivan market, Chrysler, which still holds the minivan sales crown, is showing its intention to stay and fight the Asians with its redesigned '08 models. The 2008 Dodge Caravan and Chrysler Town & Country look to be a strong riposte, adopting many of the features seen on their competitors and adding some new twists of their own. The vehicles have all-new sheetmetal, with more squared-off styling. They are longer and wider and ride on a two-inch longer wheelbase. Short-wheelbase variants disappear, as does the four-cylinder engine. The 3.3-liter and 3.8-liter V-6s return, joined by a new 4.0-liter V-6 with 240 hp.

A third seating configurations is now offered. Standard is two bench seats. Stow 'n Go (2nd and 3rd row seats flop into the floor) is optional, as is a power-folding third row. A new choice is Swivel 'n Go, whereby the 2nd row chairs can face forward or backwards. When flipped around there's even a little table that can be installed. (The swiveling 2nd row seats do not fold into the floor.) The minivans also pick up other new features including: curtain air bags, roll-down windows in the slider doors, a rear-view camera, Chrysler's myGig hard-drive entertainment system, side window sunshades, remote start, heated seats in the second row, and LED interior lighting. The '08 model minivans arrive in showrooms this fall.

Peugeot 4007

2007-03-06T10:00:00.000-08:00

To coincide with the public world premiere of the 4007 at Geneva, Peugeot is unveiling a highly exclusive exercise in style produced in collaboration with luxury manufacturer Holland&Holland, recognised for its spirit of adventure.
Exterior
The pearlescent Hagénias Bronze body colour paintwork combines harmoniously with the vehicle’s chrome detailing to accentuate the exclusive nature of this 4007 by emphasising its power and feline qualities combined with the presence of its style and ‘all-terrain’ character.
Water-resistant leather features on the door mirror casings and roof bars, while the “Holland&Holland” logo, the hood of a royal falcon, is applied to the rear quarter panels.
Large 20" alloy wheels, machined from a single block in a unique fourfold design, add presence to the vehicle’s exclusivity.
Interior
Only when you are in the vehicle does the creative alliance between the Peugeot Style Centre and Holland&Holland teams become more apparent.
A blend of "Ebony" and "Chartreuse Green" leathers (Holland&Holland colour codes) enhanced by smooth leather edging and original stitching, creates a natural, exclusive and innovative feel.
The leather trim covering the passenger compartment is entirely hand-crafted by leather
craftsmen from the Peugeot Style Centre. It blends harmoniously with the shape of the fascia panel, the special finish of the seats and the design of the door panels.
The Ebony wool felt floor and its embroidered carpets create a soft and warm environment.

Brabus BRABUS WIDESTAR ML 63

2007-03-06T09:58:00.000-08:00

Sporty and dynamic, exclusive and powerful: These three attributes best describe the BRABUS WIDESTAR. The special model based on the Mercedes ML 63 celebrates its world
debut at the Geneva Motor Show 2007. With the WIDESTAR BRABUS presents not only a new and exciting wide-track version of the SUV but also the new Monoblock E 23-inch forged wheels and BRABUS B63 S performance tuning for the ML 63 with 550 hp / 404.8 kW.

The WIDESTAR concept, which is of course also available for all current M-Class models, combines dynamic looks with maximum functionality. The elegantly flowing lines of the fender flares front and back increase vehicle width by four centimeters. The extra centimeters benefit the car's appearance while the wider track improves handling: The multi-piece BRABUS Monoblock E wheels in size 11Jx23 were custom-tailored for the wide-track version of the M-Class. Their forged wheel center ensures an optimal symbiosis of light-weight design and maximum strength. The new light-alloy wheels are mounted with high-performance tires in size 315/25 R 23.

The BRABUS control module for the standard AIRMATIC air suspension lowers the ride height of the vehicle by some 30 millimeters, further contributing to more sporty road-handling characteristics.

The BRABUS WIDESTAR body conversion consists of add-on parts for the doors, and rocker panels that create a more homogenous transition between the fender flares. But that's
not all: Complete front and rear fascias replace their production counterparts front and back.
The front spoiler bumper with three striking air inlets and four integrated auxiliary headlights lends the M-Class more passing clout and minimizes lift on the front axle. In combination with the rear spoiler the rear fascia with integrated diffuser and cutouts for the four chrome tailpipes of the BRABUS stainless-steel sport exhaust system provides the perfect aerodynamic balance.

Its well balanced aerodynamic properties make the BRABUS WIDESTAR a perfectly suited to serve as the platform for a tuned version of the ML 63. The latter was developed by the BRABUS motor engineers in form of the B63 S performance kit. The production V8 engine delivers 510 hp / 375 kW. It is fitted with sport air filters and high-performance metal atalysts as well as newly programmed engine electronics with custom mapping for ignition and injection. Together these measures result in an increase in power output by 40 hp / 31 kW to 550 hp / 404.8 kW. Simultaneously peak torque grows from 630 Nm to 650 Nm.

Vehicle performance benefits accordingly: The sprint from rest to 100 km/h is shortened to 4.9 seconds. The engine tuning and installation of the BRABUS V/max unit increase the top speed from 250 km/h to 275 km/h.

2008 Bentley Brooklands Coupe

2007-03-06T09:50:00.000-08:00

Not content with its immensely successful Continental GT coupe, Bentley will build a flagship coupe variant of the Azure sedan—and draw on 100 years of British racing heritage by naming the car the Brooklands.

Brooklands the car commemorates Bentley’s racing exploits in the 1920s at Brooklands the racetrack, which celebrates its centennial this year.

“Bentley’s proud sporting pedigree, forged by the exploits of the immortal Bentley Boys on the famous Brooklands racetrack in the 1920s, was the inspiration for our coupe,” says Bentley chairman Franz-Josef Paefgen. “The Brooklands captures all the style, power and splendor of that era.”

Revealed at the Geneva motor show and headed for dealerships a year from now, the 2008 Brooklands will be limited to 550 cars built during the next three to four years.
The luxury four-seater features a higher-output version of the Azure’s hand-built, 6.75-liter, twin-turbocharged V8, producing 530 hp and 774 lb-ft of torque in the Brooklands. Bentley notes the engine is the latest and greatest evolution of the venerable Crewe-built V8 launched in 1959 as a 6.23-liter unit that produced 200 hp and 295 lb-ft of torque. Power is routed to the rear wheels via a six-speed automatic transmission fitted with a semi-automatic manual function.

Bentley designer Dirk van Braeckel drew on the company’s coupe heritage for the Brooklands’ exterior styling, incorporating a long hood and long front and rear overhangs, a steeply raked windshield, a low roofline, pillarless side glass, floating rear window glass, and flowing C-pillars that are hand-welded to the rear fenders. The car rides on standard 20-inch wheels and tires.

Inside, four highly bolstered seats cradle passengers beneath a headliner cut from a single piece of hide, covering the entire expanse from windshield to rear window. The interior is intended to feel expansive and is wider and taller than the old Continental R coupe’s—with 10 percent more space for the rear occupants.

Though pricing isn’t set, Brooklands is meant to be the most expensive car in the Bentley lineup, coming in somewhere above the $329,000 Azure. Start banking your roll.

2008 Pontiac G8

2007-03-05T03:32:00.000-08:00

Confirming its commitment to style and performance, Pontiac introduced a show car version of an all-new, rear-wheel-drive performance sedan at the Chicago Auto Show. The 2008 Pontiac G8 will be available in dealerships early next year.

“With the balance of rear-wheel drive and the availability of V-8 power, the G8 represents another step in Pontiac ’s commitment to its performance DNA,” said John Larson, Pontiac general manager. “Added to the Solstice and the recently announced additions of the G6 and Torrent to the GXP series, the G8 demonstrates that Pontiac has never been more serious about the business of performance – and we expect this vehicle to be very competitive in the segment, even against cars that cost far more.”

The G8 is the first North American application of GM’s new global rear-wheel-drive architecture developed by Holden, GM’s Australian subsidiary.

G8 GT show car details

The G8 show car unveiled at the Chicago Auto Show is representative of the production GT model, including use of the 362-horsepower (270 kW) 6.0L V-8 engine and optional six-speed manual transmission. The show car also features some unique items not found on the production model.A sport package will be available for both models and adds features such as specific wheels – including 19-inch aluminum wheels and performance tires on GT – a rear wing spoiler, leather shift knob, leather-wrapped steering wheel and alloy pedals.

Design

The G8 has a progressive styling package highlighted by strong Pontiac design cues, such as a dual-port grille, fog lamps, bold wheels and a confident, wheels-at-the-corners stance. The design accents the car’s performance lineage, with fenders that flare over the wheels, seemingly hugging the wide tires and enhancing the sporting stance.

Distinctive elements include hood scoops and front fender vents, as well as projector-beam headlamps housed in crystal-clear lenses. At the rear, jewel-like taillamps also are mounted in housings and feature bright detail work surrounding the red lighting elements. G8 models have red taillamp lenses and twin chrome exhaust outlets, while G8 GT models feature clear taillamp lenses and quad chrome exhaust tips. All models have an antenna mounted at the rear of the roof.

Powertrain

The base G8 model receives a 3.6L DOHC V-6 with variable valve timing, rated at 261 horsepower (194 kW). It is paired with a five-speed automatic transmission with manual shift mode.

The G8 GT is powered by a uniquely configured 6.0L small-block V-8, rated at 362 horsepower (270 kW) and 391 lb.-ft. of torque (530 Nm). A six-speed automatic transmission with manual shift mode is standard and features the fuel-saving Active Fuel Management system, which enhances fuel economy by alternating between eight- and four-cylinder power. An optional six-speed manual transmission will be available soon after launch.

Citroen C-Crosser

2007-03-04T22:42:00.000-08:00

Citroën has announced first details of its exciting new Sports Utility Vehicle (SUV), that is set to add an extra dimension to the French manufacturer’s range when it goes on sale in Europe from summer 2007. The versatile Citroën C-Crosser boasts four-wheel drive capability, exceptional levels of space and comfort, as well as an advanced, fuel efficient HDi diesel engine equipped with environmentally-friendly Diesel Particulate Filter System.

Taking its name from the four-wheel drive concept car that Citroën first displayed at the 2001 Frankfurt Motor Show, the new C-Crosser’s elegant proportions (4.64m long, 1.81m wide and 1.73m high including roof bars) and powerfully sculpted design lines envelop sufficient interior space to seat up to seven passengers.

Immediately catching the eye, the C-Crosser’s robust good looks are fronted by the dominant chevrons that stretch across the bonnet into the streamlined front headlamps, ensuring that it is instantly recognisable as a Citroën. A multiple-ribbed bonnet, chunky wheel arches, the smart use of chrome detailing and the sleek window lines further enhance the C-Crosser’s dynamic styling.

The C-Crosser will be available with Citroën’s impressive, new generation 156bhp 2.2HDi engine mated to a six-speed manual gearbox. Capable of producing 380Nm of torque this dieselpowerplant also boasts impressive green credentials, offering low fuel consumption, the ability to run on 30% bio-diesel and a Diesel Particulate Filter System that reduces particle emissions to virtually immeasurable levels.

With the C-Crosser’s integral transmission, drivers have a choice of three settings, dependent on road conditions and driving style: two-wheel drive, four-wheel drive and a lock setting designed for low-grip conditions. Ensuring an optimum blend of comfort, road holding and off-road capability, Citroën’s new SUV is equipped with MacPherson strut front and multi-link rear suspension, combined with 18-inch Michelin tyres for added grip.

Occupants will also benefit from the easily reconfigured second and third row of seats, which can be folded away quickly and effortlessly to provide a flat floor and vast load space. The rear two seats can be completely hidden away under the floor, while the second row of seating, which slides to offer greater leg room or boot space, features a 60:40 split/fold function that is operated via electric controls in the boot.

Making it easier to load bulky objects, the tailgate opens in two sections. The lower part is able to support up to 200kg, allowing it to double up as an al fresco seat, perfect for owners with an SUV lifestyle based around a love of outdoor pursuits.

The new C-Crosser rounds off Citroën’s range of mid- and top-end cars, ensuring there is a vehicle to suit all needs, whether it be for an SUV, a versatile people carrier (C4 Picasso or C8), an executive saloon (C6) or a comfortable family car (C4 or C5). The Xsara Picasso and Berlingo Multispace MPVs dominate their respective sectors, while at the same time the Company is continuing to pursue its strategy of offering a range of individual yet complementary small cars, with the C1, C2, C3 and C3 Pluriel.

New Holden Captiva

2007-03-04T06:17:00.000-08:00

Holden today announced it would offer four models across the range of its new Captiva sports utility vehicle, all powered by the Australian-built 3.2 litre Alloytec engine. Holden confirmed the flagship Captiva MaXX model, based on the Opel Antara in Europe, would be introduced to provide two distinctive offerings under the same nameplate. The Captiva lineup, to be introduced later this year, will include the SX, CX and LX models topped by Captiva MaXX.
All models will feature active all-wheel-drive, Descent Control System, cruise control and the acclaimed crash avoidance feature Electronic Stability Program (ESP®) as standard.
Side curtain airbags will be available across the range and standard on CX, LX and MaXX. Driver and front passenger airbags will be standard on all models, as will front and rear power windows. Captiva’s 3.2-litre Alloytec V6 engine will deliver peak power of 169 kilowatts at 6600rpm (Captiva MaXX 167kW @ 6600rpm) and peak torque of 297 Newton-metres at 3200 rpm. All Captiva models will have a five-speed automatic transmission, with Active Select at the gear shifter, as standard. GM Holden Chairman and Managing Director, Denny Mooney, today said Captiva would give Holden a legitimate presence in the ultra-competitive SUV segment in Australia. ”Captiva has eye-catching appeal and extensive testing in Australia will ensure that it delivers Holden’s proven ride and handling requirements for local conditions,” Mr Mooney said.
“It has excellent interior flexibility, advanced safety technologies and offers a high level of specification across the range. Captiva represents an opportunity for Holden to make significant ground in the SUV segment.”

Toyota TRD Aurion

2007-03-04T06:11:00.000-08:00

Toyota is drawing on its motorsport heritage to unveil a new performance brand at the Melbourne International Motor Show - TRD. TRD will offer vehicles that focus on refined performance and athletic driving dynamics. Its first two vehicles will be launched this year.

A division of Toyota Australia, the company's local engineers and designers draw on Toyota's global resources to develop the TRD vehicles in Australia. The first TRD performance vehicle, on display at the Melbourne show, will be based on the Aurion sedan and is due to be launched in the third quarter of this year. TRD's second model will be derived from the TRD HiLux Concept 4x4 double cab being shown in Melbourne and will be launched by the end of the year. Both new TRD vehicles will feature supercharged engines and a range of engineering and styling enhancements. TRD plans to expand and develop its model line-up, but has not released details. The TRD product range will be sold through a select network of TRD dealers drawn from the Toyota network.

"This is a world first for Toyota - and it is happening in Australia," said David Buttner, Toyota Australia senior executive director sales and marketing. It is the first time TRD has been established as a separate brand under Toyota. It is the first time anywhere in the world Toyota will engineer and market a range of complete vehicles under the TRD banner. We will increase the desirability of the Toyota brand by drawing on Toyota's motorsport heritage. TRD will add a new dimension to the Toyota brand in Australia."

The launch of the first TRD performance vehicles coincides with the 50th anniversary of Toyota's global involvement in motorsport. To mark the establishment of the performance-vehicle division, Toyota's rally team was last year renamed Team TRD.

"Motorsport is the ultimate test-bed for engineers," Mr Buttner said. "The lessons learnt by Team TRD in the forest will be applied to the development of the TRD range of performance vehicles. While Toyota will undertake all design and engineering development for TRD vehicles, final assembly will be carried out by our production supplier, Prodrive."
TRD Aurion at Melbourne Motor Show

Toyota's new performance sedan is one step closer to fruition with the TRD Aurion on display at the Melbourne International Motor Show. Toyota Style Australia finalised the look of the TRD Aurion under the direction of exterior designer Lee Moran and interior designer Anthony Cheung. The exterior aesthetic took inspiration from Toyota's Formula One car. Those influences are most evident in the graphic of the front splitter, the wheel design and the 'diffuser'-style rear. Mr Moran described the TRD Aurion as a vehicle that projects a "powerful and dynamic presence". To continue the F1 theme, Mr Cheung said the team worked on performance-oriented styling with a European flavour.

2008 Mazda2 – Mazda Demio

2007-03-04T06:04:00.000-08:00

Well, to be honest, not much of a leak this time as only a couple of days remain before the all-new Mazda2 aka Mazda Demio in Japan, debuts at the 77th Geneva Motor Show. Unlike the current model whose conservative looks (unsuccessfully) balance between a semi-mini-mpv and a compact hatch, the new Mazda2 / Demio takes on a modern, you could even say a sporty approach to the mini-segment. That’s even more obvious in the versions fitted with the “Sports Appearance Package”. As you can see by the grey colored car in the pics, this pack adds a new front bumper with a wider and opposite angled air intake, a different grille, side skirts, a roof spoiler and larger alloys. Personally I like it however, I can’t help seeing some Toyota Yaris in it, but maybe that’s just me.

Despite the dark-colored interior trim of the car shown here, it’s obvious that Mazda designers wanted to create a “playful” environment for the Mazda2 – Demio. Maybe a bit too playful as the center console with the side air-vents looks like “Mickey-Mouse”, but ok, I definitely prefer this interior than the boring-to-death cabin of the current model.

There’s no official (full-length) press release out yet, but as noted in a previous post, we found a more analytical German press release on the car revealing that the 3.880 mm long and 1.690 mm wide Mazda2 –Demio will be offered in the beginning with three newly developed petrol engines: 1.3-liter producing 55 kW/75 HP and 62 kW/84 HP as well as a 1.5-liter with an output of 76 kW/103 HP. The new Mazda2 – Demio will go on sale in Europe in the summer with other markets following later on the year (the US will probably get it in 2008).

Honda Crossroad Mugen

2007-03-04T03:38:00.000-08:00

Mugen wastes no time when it comes to offering accessories for new Honda models, and the debut of the Crossroad means that a full suite of tasty upgrades is available already. Those of you who find the Crossroad's Ford-esque grille off-putting take note: Mugen addresses the matter with a solid single-bar unit of its own. We like it.

Naturally, there's an aero kit to give the blocky CUV a lowered, more tunerrific look. No suite of upgrades would be complete without the obligatory aftermarket wheels, which in this case are available in a trio of finishes. A pair of sport mufflers are available, as well. One uses traditional round outlets, while another uses custom-shaped tips that blend perfectly with the
new Mugen rear skirt.

A bevy of trim pieces can be had as well, ranging from Mugen-branded license plate bolts to metallic covers for the rearview mirror. There's plenty more, so browse through their site to see everything there is to be had. Of course, it's all for fun, since we can't buy a Crossroad here anyway, but there's never anything wrong with a little window-shopping, right?

EDAG LUV

2007-03-04T03:35:00.000-08:00

Fulda/Geneva “Cast off!” The new concept car from EDAG Engineering + Design AG will be making its first appearance on March 6, 2007, in Geneva – the “EDAG LUV”. The design concept of the “LUV” is based on an luxury-class SUV and incorporates a maritime look from bow to stern: oiled teakwood on the hood, as the flooring on the interior, and on the elegant cargo area conveys a maritime flair. But the “EDAG LUV” is a real eye-catcher in other respects as well: the cargo area, behind the two rows of seats with plenty of room for 5 passengers, has been outfitted with teakwood and distinctly resembles a quarterdeck – in keeping with the maritime look of the concept car.

The Module Concept of the “EDAG LUV” – An Economical Approach to Vehicle Derivatives
But the maritime design of the “EDAG LUV” is just the covering for a modular concept which makes it possible to turn vehicles into derivatives or niche vehicles at reasonable expenditures of time and money. In coming up with their shell concept, the EDAG team of engineers, headed by project manager Andreas Funk, set themselves the goal of using the greatest possible number of carry-over parts. The group can certainly be proud of the results of the intelligent module concept: 90% of the parts required to perform the metamorphosis of a luxury-class SUV into the “EDAG LUV” come off the parts shelf of the basic vehicle. For example, the extension of the floor pan by 512 mm was realized using original parts. The wheelhouses were also used without any modifications, as were the parts for the rear-end finish, which includes integration of the standard power-lift system from the sedan. “In addition to our efforts to use a maximum number of identical parts, we were especially careful to keep the existing production concept of the basic vehicle in mind during the development of the ‘EDAG LUV’,” explains Andreas Funk. “The self-supporting body can be completely welded using standard tongs. It goes without saying that we used simulation models during the development of the entire body concept to test crash behavior and rigidity so that we could guarantee the highest level of quality and safety.” The advantages of the EDAG module concept are obvious. Thanks to the use of identical parts and taking into account the production concept, a vehicle concept which is visually completely new can be realized under economically interesting conditions. “More and more end customers are asking for niche vehicles, and this type of design turns the production of such cars into a ‘business case’ for the manufacturers,” points out Johannes Barckmann, Head of Design at EDAG, in describing the concept.

The “EDAG LUV” – A New Vehicle Segment
“LUV”, the name of the concept car, is not only a term used by sailors (it is German for “luff”, the windward side of a vessel), but also defines a new vehicle segment – the luxury utility vehicle. “In taking the maritime world as a leitmotif for the design of the ‘EDAG LUV’, we deliberately selected a niche theme. We wanted to demonstrate in exemplary fashion that it is possible to create a distinctive vehicle class and not only to give a vehicle a new look. And to do that with as little technical effort as possible,” is how Johannes Barckmann explains the intentions behind the design concept. So the cargo area of the “EDAG LUV” is elegantly tied in with the passenger cell by the harmonious lines of the body design. The utility vehicle character so often evident in pick-up models is no longer discernible in the “EDAG LUV”. On the contrary, the “EDAG LUV” radiates elegance and autonomy and cannot be classified by any of the vehicle segments existing today. Yet the luxury image which has been created is only one example for the idea of a versatile vehicle concept. Speaking of versatile: the pick-up module can be exchanged for a convertible or coupe module simply by releasing a catch mechanism integrated into the body of the “EDAG LUV”. A clever move by the EDAG developers so that additional derivative variants can be realized flexibly and at low cost.

2007 Acura TL Type-S

2007-03-03T23:25:00.000-08:00

The 2007 Acura TL enters the midsized luxury market with revised exterior and interior styling, an improved nav system and the re-introduction of the Type-S performance model.

The Type-S features 286 horsepower (256 lb ft) from a new 3.5-liter V6, and includes a re-tuned suspension and S specific exterior styling and interior trim.The Type-S returns to the lineup after a three year hiatus. The engine is mated to a new 5-speed automatic with paddle shifters, or a close-ratio 6-speed manual transmission. The regular TL comes with a 3.2-liter VTEC V6 producing 258 hp at 6200 rpm and 233 lb-ft of torque at 5000 rpm. Both the 3.2-liter and the 3.5-liter meet CARB LEV-II ULEV emissions requirements.

Both the TL and TL Type-S have double wishbone front and multi-link rear suspension. The Type-S has firmer front and rear anti roll bars and stiffer springs and shocks.The TL's exterior features numerous subtle upgrades for 2007 including a new front fascia with a larger grille, redesigned bumper, new headlights and fog lights relocated to the lower bumper.

Changes to the interior include a new 3-spoke steering wheel, new gauges with a spun metal look, and model-specific ambient lighting that is blue on the TL and red for the Type-S.

Both TL and TL Type-S offer Acura/ELS Surround premium sound system, Acura satellite-linked navigation that now ha real-time traffic.

2007 Dodge Nitro

2007-03-03T23:18:00.000-08:00

Even in these times of declining sport/utility vehicle sales, the big profits are still in SUVs. The problem for Dodge was that it had only one SUV, the Durango, even though the SUV boom had long since boomed and was well into busting. Well, it turns out you can do what’s called “platform sharing,” see, where you take an existing vehicle and with a couple of adjustments here and there, you get a whole new SUV for pennies on the dollar. Who knew?

Sure, Dodge seemed a little slow to realize this, especially because its competitors have, like, six or so SUVs each, but once it figured this out, it got right on it. Dodge took a Jeep Liberty and slapped on new sheetmetal, new interior, slightly longer suspension arms and then, as the Germans say, Achtung!, you got yourself a whole new profit center.

The Dodge Nitro is built on a Liberty that has been stretched four inches, mostly in the wheelbase—the Liberty is 104.3 inches between the wheels, and the Nitro is 108.8. The Nitro tracks about an inch wider, too. While the suspension geometry is basically the same, it is just a little longer in the Nitro. Overhangs are relatively short, so it can probably crawl over a few more rocks than those minivan-based crossover SUVs in the marketplace.

Dodge didn’t want this to look like a crossover. Inspiration for the exterior came from the 2002 Detroit auto show pickup truck, the M80. While there was no business case for the M80, design elements from it are plastered all over the new Nitro: Note those pronounced wheel arches, abbreviated overhangs bordering a long wheelbase, squared-off corners and a bold, upright Dodge crosshair grille.

Mechanically, it shares a lot with the Liberty from which it came. The base engine is the Liberty’s 3.7-liter V6, basically a 4.7-liter Chrysler V8 with two of the cylinders chopped off. It feels raspy at anything over 3500 rpm but nonetheless makes 210 hp and 235 lb-ft of torque, enough to keep the nearly 4000-pound Nitro going strong. The 3.7-liter comes mated to either a six-speed manual or a four-speed automatic.

The more refined and more powerful engine is the 4.0-liter V6, a stroked descendant of the 3.5-liter used in the LH cars, Concorde and Intrepid. That engine makes only a little more power and torque—260 hp and 265 lb-ft—but does it with less thrashing and a bit more authority. It comes mated to a five-speed automatic.

All Nitros are available with your choice of two four-wheel-drive systems, both single-speed with no low range. A part-time four-wheel drive (2-High and 4-High) is available now, and a full-time all-wheel-drive system is expected in early ’07.

How does all this work? Our first drive was in a top-of-the-line R/T, which comes standard with the 20-inch wheels all the kids are crazy about, as well as a unique suspension setup to handle the stiffer tires. The result isn’t too harsh—Dodge engineers did a good job of salvaging ride while trying to make the most out of the short sidewalls they had to design around. Steering was a little numb, but this is an SUV, after all.

Ride was better in the base SXT we drove next, with 17-inch wheels but with even less precision in the steering. The SXT had the four-speed auto that has no option for third gear, only D, 2 and 1. A third-gear hold would have been nice going up and down the mountain roads we tackled that day.

Dodge is making no sales predictions for the Nitro, but anything incremental is good, right? Prices range from $19,885 to $25,900, including destination.

We can’t wait to see what else Dodge will make now that it has discovered SUV platform sharing.

Fiat Grande Punto Abarth 1.4T 150Hp

2007-03-03T23:17:00.000-08:00

A great project will be launched at the 77th Geneva International Motor Show: the rebirth of one of the most prestigious brands in world motorsports. Its symbol is a scorpion, and its name is Abarth.

Abarth has always been synonymous with assertive cars, competitiveness, passion and excitement, and it now returns with a new range that will appeal to all lovers of motorsports. Abarth’s first interpretation of the Grande Punto will be on the “catwalk” at the Geneva Show, the first step in an initiative which will later involve other models.

This new adventure starts in the familiar, uniquely emotional context and exclusive setting of the Geneva Motor Show. A striking stand has been prepared, in line with the philosophy of Abarth’s rebirth, an innovative space with a fresh, contemporary, technological language and great attention to every detail. The new elements that will publicise the Abarth brand are displayed with all their strong, original personality: the revamped version of the famous Abarth racing stripe has been rendered with LED tiles, while the new logo, the scorpion and the wording are all large, three-dimensional elements in polished, satin-effect aluminium.

The Abarth values and tradition on the other hand are underlined discreetly and technologically: refined materials and precious finishing details in aluminium, carbon fibre, enamel and lacquer decorate the exhibition area, and draw attention to the true stars of the stand: the Grande Punto Abarth S2000, a car that has been type-approved for racing and is proving to be highly successful, and the Grande Punto Abarth Preview, a concept car making its world debut.

These are the two souls of the Abarth world: racing and standard production.

Visitors to the Geneva Show will also have an opportunity to discover a third field in which the brand operates; a multimedia configurator will illustrate the whole concept of the ‘Abarth Kit’, and the flexibility and wide range of combinations that the brand will offer customers in its conversion kits. Some of these solid wooden boxes, inlaid with satin-finished aluminium trims, are on display inside glass cubes, with the historic mechanical and stylistic components from the conversion kits.

And finally, by means of exclusive LED technology and plasma screens, the walls of the stand propose historical photographs and films, alternating them with a reproduction of the new Abarth racing stripe, underlining the fine link between the past and the future, as well as the energy and personality that are inherent in the Abarth brand.

The Grande Punto Abarth Preview

The absolute star of the stand is the Grande Punto Abarth Preview, a true jewel of assertiveness and elegance. The car will be marketed in September, to enhance the sporty, youthful positioning of the Grande Punto.

The car on show in Geneva is equipped with a 1.4 Turbo petrol engine that delivers 150 bhp at 5500 rpm, boosted to 155 bhp by the adoption of 98 RON petrol. What is more, thanks to a booster kit, a version with twice as much power as the basic version (180 bhp) will soon be available. This is a revival of a tradition from the past: for example, the Fiat 500 of 1958 delivered 13 bhp at 4000 rpm with a top speed of 85 km/h, while the Fiat 500 Abarth of the same year delivered 26 bhp at 5000 rpm and a top speed of 118 km/h.

The Grande Punto Abarth aims to revive the feats of these entertaining performance cars, offering young drivers in particular an opportunity to enter the racing world in complete safety and at an accessible price.

The Grande Punto Abarth S2000

The public in Geneva will also be able to admire the extraordinary Grande Punto Abarth S2000. This is a racing car designed for racing stables, which the Fiat Racing Department will be entering in the 2007 Italian Rally Championship with Giandomenico Basso and his navigator Mitia Dotta. Davide Gatti, winner of the 2006 Fiat Abarth International Trophy, will compete at the wheel of an official Fiat Grande Punto R3D with a diesel engine. On the international scene, the Grande Punto Abarth S2000 will compete in the IRC (Intercontinental Rally Challenge) with drivers Andrea Navarra, his navigator Guido D’Amore, and young Umberto Scandola and Anton Alen.

Alfa Romeo 159 TI Versions

2007-03-03T23:09:00.000-08:00

The new TI versions

TI for Turismo Internazionale, the name that Alfa Romeo once gave only to the most lavishly equipped of its cars. They were derived from standard models but stylistic touches and mechanical changes turned them into thoroughbred sports cars for everyday driving. And today those two letters, so simple but so glorious, reappear on cars in the Alfa 159 family (saloon and Sportwagon). Underlining that the Alfa Romeo brand always guarantees the quality and guarantee of work performed right in the plant for this particular sporty characterisation.
Earmarked for a young, sporty public, the cars with the TI logo promise more entertaining driving, better ‘handling’ and more powerful braking. In a word, the dynamic behaviour of a car that brings the sensations of the racing circuit to our everyday roads.
Models for people who want the maximum in terms of sportiness. And they want people to know, albeit without ostentation. As a result, the exterior lines of the car were not radically altered, and any intervention was limited to a few small touches. This is why the cars are still immediately recognisable from outside, but appear more assertive, literally ‘glued’ to the road, thanks in part to their low stance, larger tyres, 19” alloy wheels, sideskirts and larger brakes with red callipers.
Inside, the TI ambience is expressed in the sporty shape of the leather covered seats, the new steering wheel with its sports grip, the gear lever knob covered with perforated leather, and the dark upholstery of the ceiling and pillars. The sporty look is evident in the instrument graphics, the pedals and the heel-high strip with the TI logo. And finally, the burnished aluminium trims and satin-effect housing of the wing mirrors (optional) that characterise this particular version, which also offers a superb array of standard equipment, including dual-zone climate system and the VDC system.
These are cars that offer great sensations and authentic driving pleasure, that interpret the brand values one hundred percent and that are ambassadors of the ‘sportiness’ that makes them famous all over the world. In a word, the new TI specification is the perfect answer for customers who wish to enter the world of Alfa Romeo sports.

The Blue&MeTM Nav system

The Geneva Show marks the debut on the Alfa 159 of the brand-new Blue&Me™ Nav system, the latest evolution of the Blue&Me™ system which is proving to be a huge commercial success just one year after its launch: in fact it is requested by 20% of purchasers of all Fiat Auto models. That is not all. The sophisticated device has also received a number of prestigious international awards:
• from ‘Frost & Sullivan’, the ‘Excellence in Technology of the Year Award for European Automotive Telematics and Infotainment market’ (January 19, 2006);
• ‘Telematic Update of Detroit’ awarded it the prize for the best telematic solution of the year (May 23, 2006);
• ‘Automotive News Europe’ awarded the ‘Eurostars 2006’ prize to Giuseppe Bonollo, Vice President Product Portfolio Management, for the success of the system installed in Fiat Group cars (August 22, 2006).
Today, Blue&Me™ takes another step forward, with the new Blue&Me™ Nav version that makes its first appearance in Geneva. In addition to the version marketed until now (hands-free with Bluetooth® interface and advanced voice recognition – USB port, MP3 player and SMS text interpreter), the new Alfa Romeo model will offer a new version that incorporates the convenience of a navigator at an extremely competitive price. Blue&Me™ Nav is already wired to enable a range of telematic services developed in partnership with Telecom Italia, such as:
• SOS calls: in an emergency the driver only has to press the SOS button and a call and text message will be sent to the control centre giving the car’s position. This service is also activated automatically when an airbag inflates. The vehicle will be located rapidly so that roadside and medical assistance can be sent. The SOS button is also used in the event of a sudden indisposition or danger. These services are free of charge during the warranty period.
• INFO: information at the motorist’s service. Wherever he goes, it will be easy to receive updates about events, films, museums, road conditions, trains, restaurants, bars and plenty more. He only has to press the INFO button to speak to an operator who will answer his every query. INFO services are ‘pay-as-you-use’.
• Insurance services: thanks to the satellite location system and agreements with the major insurance companies, it will be possible to obtain discounts of up to 20% on Third Party insurance and of up to 50% on Theft and Fire insurance. In the event of theft, tracking will make it possible to trace the car. It will also be possible to establish how many kilometres the car travels and, on the basis of this, to draft specific insurance policies, which are more advantageous because they are based on the customer’s habits and real needs.

CARSCOOP

FPV Falcon GT

2007-03-03T23:07:00.000-08:00

Australia's FPV (Ford Performance Vehicles) is celebrating the 40th anniversary of the original Ford Falcon GT with a special 200-car limited edition. The FPV Falcon GT 40th Anniversary is powered by Ford's Boss 290 5.4L V8. The 290 in its name refers to its power output in kilowatts. Put in our terms, that's 390 horsepower, and it's joined by 383 pounds of twist. That power goes to the rear wheels, natch. Breathing is aided by an FPV high-flow exhaust and six forward gears (manual or automatic) round things out on the powertrian side.

It should be noted the same drivetrain is found in the "regular" FPV Falcon GT. What sets the anniversary edition apart from its bretheren is the R-Spec suspension that underpins the car. Developed by Delphi at the request of Prodrive (co-owner of FPV along with Ford), it's designed to improve on-track performance without overly compromising everyday ride quality and tire wear.

The cars are given a coat of black paint with a gold Shelby-style stripe package (a la the Hertz Mustangs), GT 40th Anniversary decals aft of the front wheels, "BOSS 290" on the hood's power bulge, R-Spec badging on the rear, and 19" alloys (with red Brembos peeking through the spokes) trimmed in black. Note also the slick detail touches such as the FPV logo that's part of the lower grillework up front. The thing looks positively menacing and it has the goods to back it up. Man, they sure know how to do it right in Australia. Meanwhile, we get a new Five-Hundred Taurus. Yay.

The Subaru Impreza WRC2007

2007-03-03T23:02:00.000-08:00

he Subaru World Rally Team has today unveiled the latest evolution of its rally challenger, the Impreza WRC2007, which will make its competitive debut on Rally Mexico (March 9-11) in the hands of Petter Solberg/Phil Mills and Chris Atkinson/Glenn Macneall.

As with previous incarnations of the iconic rally car, the Impreza WRC2007 is the result of a close collaboration between the teams of engineers and designers within Fuji Heavy Industries Ltd and Subaru Tecnica International (STI) in Japan and the Subaru World Rally Team in England.

The creation of the WRC2007 is a sign of Subaru’s ongoing commitment to the World Rally Championship as a way of proving the superior performance, reliability and safety of the Impreza model. Although the latest World Rally Car is outwardly similar to its predecessor, a number of key engineering improvements have justified the production of a new car for the remainder of this season.

Steve Farrell, director of engineering for the Subaru World Rally Team, explains: “The targets were to produce a car that has a more responsive front end with better traction and more balanced tyre wear, particularly on longer stages. To achieve that, we have applied a different philosophy into areas such as weight distribution, suspension geometry and differential set-ups. We also have new dampers to improve road-holding and traction.

“The car also has a different radiator and intercooler pack. We made an evolution in the middle of last season and, with the benefit of the new homologation, we’ve been able to make a further step on that. We have simplified the layout, which has improved the air flow, made the front end of the car easier to service and lost some weight.

“Externally, the differences are relatively subtle. The front bumper has been restyled to suit the new radiator pack and the bonnet vents are different – we have twin side exits on the bonnet this time rather than one central one.”

Richard Taylor, Subaru World Rally Team managing director adds: “Since the latter part of last year we’ve worked very closely with Subaru in Japan to look at certain specific areas of the 2006 car and bring the new version to fruition as quickly as possible. This season we have started to work with BFGoodrich and Mexico will be our first gravel event with its tyres, so we still have a considerable amount of learning to do in that respect.”

As the basis of a rally winning machine, few cars can match the competitive pedigree of the Impreza. First launched in 1992, the road car has developed in tandem with its rallying counterpart and over the last 13 seasons, the Impreza has scored 46 WRC victories and lessons learned on the rally stages have been fed back into the production model.

Like the road-going Impreza, at the heart of the rally car are two key parts of the Subaru philosophy, namely the Horizontally-opposed engine and the trademark Symmetrical AWD (All-Wheel-Drive). Through the work of STI and the Subaru World Rally Team, Subaru has established a two-way feedback process which complements both the road and rally car programmes.

Shigeo Sugaya, manufacturer principal, engineering, for the Subaru World Rally Team, says: “The collaboration between Subaru in Japan and England has worked extremely well to deliver the WRC2007 in a very short timeframe. Last autumn, engineers in Japan and England shared the idea before actual work started on both sides. Then development work was initiated as a joint project between the two teams.

Opel Gran Turismo Coupe Concept

2007-03-03T22:58:00.000-08:00

We can only hope this Opel coupe comes to the US as the Saturn Whoop-Ass, SAAB Sonnet, heck, we'd even let them call it the Allante II. For now, it's known as the Opel Gran Turismo Coupe concept. Whatever it gets called is fine with us. It's sure handsome, and if scuttlebutt is true, it can back up the fast profile with real performance. The coupe is rumored to have a 300 hp turbocharged V6 lurking under the cleanly-drawn sheetmetal. That motive force is distributed to all four wheels, and the underpinnings are donated from the next-generation Vectra. Of course the concept is equipped like the full-boat, optioned up model would be (and then some); so it has all the goodies like a hard-disk based infotainment system, parking assistance, and undoubtedly more. We'll get to see this car up close and personal at the Geneva show, which is so close now that we're like 8 year olds on Christmas Eve. For now, we'll have to be satisfied to gaze longingly at these leaked photos that turned up on Spanish website. Based on the next generation Vectra platform the Gran Turismo Coupe’s purpose is not only to pre-announce Opel’s return to the mid-size Coupe category (after it abandoned it in the 90’s with the Calibra) but also to signal the change in the German company's design strategy. That means take a closer look to the Grand Turismo Coupe’s styling cues cause that’s what we’re going to see from Opel in the very near future starting out with the next generation Vectra that'll come out in mid-to-late 2008 (expect the coupe version sometime in 2009).

Even more importantly, you should check out the near-to-production interior that takes the Astra & Antara cabin design a step further, marking a significant change from the overly subtle Vectra. As for the “mechanical” department, the 4.830 mm long Grand Turismo is fitted with an upgraded version of the current Vectra OPC’s 2.8-liter V6 Turbo pumping out 300Hp (from 255Hp). Fitted with a 4wheel-drive system the Gran Turismo can go from 0 to 100km/h (62 mph) in around 6,0 sec while its top speed is electronically limited to 250 km/h (155mph).

Audi AG FSI 2L Turbocharged DOHC I-4

2007-03-03T22:54:00.000-08:00

Seems like there suddenly is a lot of small-displacement 4-cyls. pushing silly horsepower. Audi AG’s turbocharged, direct-injection gasoline (DIG) 2L DOHC I-4 isn’t even the most powerful among them.But in taking its second consecutive 10 Best Engines award, the Audi powerplant demonstrates that in the new class of power-dense, forced-induction fours, all-around versatility and refinement is at least as important as big numbers.Engineers used to look at 100 hp per liter as a moonshot number, but these new-generation boosted 4-cyls. blow right past that benchmark.
General Motors Corp.’s DIG, turbocharged Ecotec 2L churns out 130 hp/L. Mazda Motor Corp.’s 2.3L – also employing the killer-ap combo of DIG and turbocharging – makes 119 hp/L and seems laughably unstressed in doing so.At “just” 100 hp/L, Audi’s FSI 2L is the comparative anchor of the bunch.Audi wins the day with superb drivability and wicked-fun throttle response that leaves its competition, not to mention a lot of larger V-6s, feeling flat. The full whack of its 207-lb.-ft. (281-Nm) torque peak being on hand from 1,800 rpm all the way to 5,000 rpm certainly helps.The sharp throttle response is enhanced by the feeling of virtually no flywheel inertia. Your right foot whips the tachometer needle like a flyswatter.

Testers universally were enamored of this engine’s ability to deliver sparkling power and satisfying economy. No matter how hard it was driven, it seemed impossible to get less than 25 mpg (9.4 L/100 km), and a light throttle is rewarded with economy-car fuel consumption.

And typical of Audi, the 2L turbocharged DOHC I-4 pegs the technology meter. In addition to the auto maker’s pioneering FSI (fuel straight injection) DIG technology, there are more variables here than in calculus class: a turbo lag-reducing variable-nozzle turbocharger; variable valve timing; and a variable-length intake manifold that incorporates charge-motion flaps to optimize intake-air swirl.

Refinement is abetted by a pair of counter-rotating balance shafts, as does the long-stroke layout (long a Volkswagen Group preference). Engineers must have spent extra time on this free-spinning engine’s rev-limiting software, certain in the knowledge it would get a workout.

When Volkswagen AG and Audi replaced the highly regarded 1.8T turbocharged 4-cyl. (an engine that took home five 10 Best Engines trophies) with this new, direct-injected architecture, fans of that 5-valve-per-cylinder fun-motor feared nothing could replace it.

But the VW Group’s powertrain engineers upped the ante, adopting FSI direct injection (this was the first production engine to combine DIG with turbocharging, Audi claims), an aluminum block and a little more displacement.

Best of all, Audi and VW make this engine available at several price points in both brands’ model range, meaning nobody has to be rich to enjoy what is one of the most affordable performance engines in the U.S market.

F-450 Super Duty

2007-03-02T23:22:00.000-08:00

How much truck is too much truck?

With its 24,500-pound towing capacity, medium-duty axles, commercial-grade frame and 176-inch wheelbase, Ford Motor Co.'s new F-450 takes consumer pickups into uncharted territory in terms of size and power.

The F-450 starts at $51,280, including delivery, and can cost as much as $62,000 and change for the fully loaded King Ranch model. The trucks have just begun arriving at Ford dealerships.

Just one body style of the F-450 is offered: a four-door crew cab with a pickup bed.

The only engine is the new 350-hp Powerstroke turbodiesel, teamed with either a five-speed automatic transmission or six-speed manual. Four-wheel drive is optional. The F-450's interior shares the same size and layout as the F-250 and F-350, but the vehicle's wheelbase is about 4 inches longer.

Ford's key selling point for the vehicle: It's the first pickup of its size that is ready to go to work right out of the box. No longer will truck drivers who tow and haul industrial-sized payloads have to buy a half-built truck and then ship it off to an "upfitter" to have a rear body section grafted on.

Before the 2008 F-450, the only way consumers could get a truck with the same towing capability was to buy what the industry calls a chassis cab model. That's a stripped-down truck with the drivetrain, frame, axles and cab but no rear body structure.
Then the buyer had to work with an upfitter to have the rear of the truck built for a specific purpose. That could cost between $8,000 for a bare-bones pickup bed to more than $20,000 or more for a fully equipped work truck. Chassis cabs are often made into dump trucks, flatbeds, tow trucks or work trucks with built-in storage bins.

Because trucks as large and as powerful as the F-450 are used mostly by companies and fleets, no automaker has offered a fully built truck the size of the F-450. The equivalent Chevrolet, GMC and Dodge trucks are available only as chassis cabs. Toyota and Nissan don't build heavy-duty trucks -- yet.

Ford studied the way that some Super Duty buyers were using their vehicles and found that many would overload the trucks to cut down on the number of trips to save time, said Robert Keller, Super Duty marketing manager.

"We knew there was demand out there from people who are towing," says Keller, 39. "The big RVs are heavier now with appliances in them and marble countertops and things like that. There are also bigger horse trailers."

Ford officials won't give a sales estimate for the F-450. But Ford has said that about 40 percent of F-series sales are Super Duty trucks. Of that, between 20 and 30 percent are F-450 or F-550 chassis cabs.

Ford sold 796,039 F-series trucks in 2006, so the potential market for the F-450 is sizable. If a third of F-450 buyers opt for the pickup, sales could be between 10,000 and 15,000 units a year. The F-450 is built in Ford's Louisville, Ky., truck plant.

2007 Volvo S80

2007-03-02T23:21:00.000-08:00

“Take the new S80 for a coupla days and write a blog about it,” came the directive from road test editor Natalie Neff. I proceeded to go out to the parking lot where I promptly walked by this thing a few times before I realized I wasn’t looking at the old S80. Sure looked familiar. It’s all new? Looks like a slightly sleeker, less flabby version of the old car. So I read up on Volvo’s flagship and found it is indeed an all-new car top to bottom, now sharing basic architecture with Ford’s corporate C1-plus platform, also in the new Ford Galaxy and S-Max minivans. C1-plus is itself a bigger version of the C1 platform (Mazda 3, Volvo S40 and in some variation even the Land Rover LR2—Ford is really getting some mileage out of this whole C1 thing) and can be had with front- or four-wheel drive.

I slid inside and fired it up and holy crap: the dash and center console lit up like a proverbial Christmas tree. I can’t remember ever seeing so many green and orange and yellow warning lights flashing at me. The interior, by the way, is handsome and well done; the main instruments have pretty chrome-look rings around them and most functions are activated with buttons on the floating center console, like in the S40.

Anyway, this baby has more techno-gadgetry than any car I can remember; being a Volvo, much of it is aimed at safety. There are new side-impact airbags, a bunch of other airbags, dynamic stability and traction control systems (carry over), adaptive cruise control (I hate that—I can control stopping distances myself, thanks), a blind-spot warning system, personal car communicator—it’s all here. Wait a sec, what’s personal car communicator? This is a system for the truly paranoid: It tells you not only when your doors are locked, but also can detect the heartbeat of any murderers that might be hiding in the back seat (or if there’s anyone locked in the trunk). When I laughed at the ludicrousness of this, a colleague reminded me of the old saying: Just because you’re paranoid doesn’t mean they ain’t trying to kill you.

Our test car here in Detroit had the Yamaha-built 4.4-liter V8 (added no doubt to better compete with the Audi A6, BMW 5 Series and Mercedes E-Class), shared with Volvo’s XC90 ute. All-wheel-drive is standard with the V8. A Ford 3.2-liter inline six is also available and Volvo thinks 70 percent of S80 buyers will opt for it.

The first night I got lucky with a little overnight snow dusting, perfect for trying the 311-hp V8, the six-speed automatic and the awd system. In the dry, Volvo says the S80 will blast to 60 mph in 6.5 seconds. This morning in the snow I found I could tromp on the gas and this baby would just smoothly hook up and go; excellent grip and a nice growl coming from the V8.

The automatic damping has three positions, normal, sport and dynamic, but I liked the normal mode best: Not too harsh, but the car didn’t wallow and there wasn’t much body roll. I didn’t drive it enough to need to fill it, but the little miles-per-gallon meter on the dash said I averaged 15 mpg. Not great.

Overall, it felt quite German, which I’m sure was Volvo’s aim in the first place. There were a couple little glitches: One, this particular car actually had a couple squeaks and rattles, one of which was in the B-pillar right by my left ear—extremely annoying. With less than 2000 miles on the car that kind of surprised me. Two, when I left the office a warning flashed on the dash: “Headlamp failure—get service immediately.” I got out and checked the lamps and they looked fine and I never saw the warning again.

Do you want one? With a $48,045 base price ($56,025 as tested) it’s nearly ten grand cheaper than most of the main competition, the BMW 550i (base price $58,500), Mercedes E550 (base price $59,775) or A6 (base price $55,300). The Volvo doesn’t have quite the driving dynamics of the Audi or BMW, nor quite the Mercedes’ panache, but it’s a good combo at a good price.

2007 Infiniti G35

2007-03-02T06:35:00.000-08:00

The stylish and lithe second-generation G35 can count itself among the rare automotive species that inspire drivers to continually test its performance limits.

The first-generation G35 represented a risk for Nissan Motor Co. Ltd.’s flagging Infiniti luxury brand in 2002 when it launched in the U.S. as an ’03 model. The G35 sprang from the FM (Front Midship) architecture that also underpins the Nissan 350Z, G35 coupe and Infiniti FX cross/utility vehicle.

Most formidably, the first-generation G35 would do battle in the fierce lower luxury segment, which has nearly 20 competitors and is known for chewing up and spitting out weak players.

But the G35 has more than held its own, managing a solid third place in 2005 by racking up 68,728 deliveries. Only the BMW 3-Series and Acura TL sold more. More importantly, the first-generation G35 helped spark a product renaissance at Nissan and Infiniti that continues today.

However, the outgoing model needs reinforcements in this tight segment. This year, the Lexus brand is on a tear with its new IS and ES sedans. The ES already has wrestled its way to third place past the G35 and is neck-and-neck with the Acura TL for second place, according to Ward’s data.

The brisk-selling IS is bearing down hard this year on the fifth-place Cadillac CTS and the first-gen G35.

But now that the all-new G35 is gracing U.S. showrooms, it will pull closer to the almighty 3-Series and further outpace the CTS, Mercedes C-Class, Audi A4 and others.

The cavalry has arrived, riding on the second-generation unibody FM chassis that Infiniti says is 40% stiffer than the first, isolating annoying vibrations.

Following the sedan, an all-new G35 coupe arrives in mid-2007 as an ’08 model. Incidentally, Infiniti says it will introduce a third new vehicle in fall 2007.

The footprint of the new G35 is extremely close to the model it replaces. Wheelbase is unchanged at 112.2 ins. (285 cm), but the new car is 0.8 ins. (2 cm) wider and 0.5 ins. (1.3 cm) shorter than the old G.

Despite looking beefier, the car gains only 29 lbs. (13 kg) in rear-wheel-drive, 5-speed automatic guise, tipping the scales at 3,497 lbs. (1,584 kg).
Brushed aluminum finished to resemble Washi, a Japanese rice paper.

The outgoing G35 was attractively styled, and Infiniti wisely retained the sheet metal’s overall shape. At the corners, however, the styling is a bold departure. Headlamps and tail lamps wrap around the corners, bulging like an athlete after months of hard weight training.

2008 Jaguar XJ

2007-03-02T06:29:00.000-08:00

Jaguar will beef up the styling of its stodgy flagship XJ sedan for 2008, hoping that a stronger road presence will carry the car to 2010, when the next all-new XJ arrives.

The redone XJ debuts at the Geneva show, with the aluminum-bodied car getting an aggressive lower front air scoop, an XK-style vent in the front fender and a trunk-lid spoiler. While the facelift creates more road presence, Jag appears to be compromising the car’s elegance in a bid to boost weak sales.
When the new XJ arrives in 2010, it will get its cues from the sporty S-Type replacement XF—and likely will share a pair of supercharged powerplants with the lesser Jaguar sedan that goes on sale in 2008. Jaguar is planning two supercharged XF sedans, a break from tradition in which the supercharged engine is usually reserved for a single, performance-oriented R-badge derivative.

At this September’s Frankfurt show, Jaguar will announce that the XF will feature a 4.2-liter, 420-hp, supercharged V8, but it won’t wear an R badge. Instead, the supercharged XF will serve as the range-topping model, without the more extreme wheel and tire combinations, sport seats, body kit and specially tuned chassis typical of an R-badged Jaguar. A base model equipped with a naturally aspirated 4.2-liter V8 also will be offered.

The XF-R will appear in early 2010 with an all-new 5.0-liter supercharged V8. This British-designed V8, Jag’s biggest-capacity eight-cylinder ever, has direct injection and borrows only basic design concepts from the venerable AJ-V8, first launched in the 1996 XK8.

2008 Mitsubishi Lancer

2007-03-02T06:28:00.000-08:00

The biggest problem for the new Lancer might be that it’s not an Evo.

The Evo is coming, probably in less than a year from now, and it is based on the same C platform on which rides everything from this base Lancer to the Outlander, with one other vehicle coming up soon that might or might not be a wagon. The Dodge Caliber even started out as a C-platform car. While the 2008 Lancer is a much better car than the Lancer it replaces, with a much stiffer frame and better ride isolation, it is still not nearly as much fun as we imagine the Lancer Evolution X will be.

That might not be entirely fair, but the whole time we drove these new Lancers, we kept thinking of things that could be done to improve their sportiness, all of which probably will be done on the Evo.
Nonetheless, this new model is a solid car. The new Lancer is 56 percent stiffer torsionally than the car it replaces and offers 50 percent better bending resistance. It has higher torsional rigidity than even the Evo IX, for instance.

That stiffness allowed engineers to tighten the suspension and increase antiroll bars front and rear. It also gets a larger rack and pinion for increased precision in steering and a better back-flow valve to reduce kickback through the steering wheel. The brakes on the GTS model are straight from the larger, heavier Outlander, so we expect fairly short stopping distances.

The Lancer gains 1.4 inches in wheelbase and 2.3 inches in track, which also helps its cornering stance.

The 2.0-liter, dohc, MIVEC four-cylinder driving the front wheels is stout enough to accept turbocharging on future models, but, being normally aspirated, it just isn’t enough to take advantage of all that stiffness. It makes 152 hp (143 in California!) and comes with your choice of a good five-speed manual or yet another CVT.
The base five-speed-manual DE model felt like the best trim level for enthusiast Lancer buyers who can’t wait for the turbo models of this car. The shifter throws were a half-inch shorter than before. The base car, riding on 205/60R-16s, felt light and nimble from behind the wheel. Engine and road noise isolation were nearly luxo-like. At 94.8 cubic feet, the interior volume was just a little roomier than the previous Lancer’s and felt as if it would be quite comfortable in a daily commute.

The marketers tried valiantly to make the now-ubiquitous CVT tranny seem sporty, but with those magnesium paddle shifters and a shift map that attempts to make it feel as if it’s changing gears, as with all other cars that attempt this, it pretends to be a performance trans. But it helps EPA mileage.

A drive over mountain roads in a top-of-the-line GTS manual with 215/45 tires on 18-inch wheels and a sport-tuned suspension didn’t change our overall impression. The Lancer is a perfectly adequate small car but not as fun to drive as we had hoped for with all that stiffness. It needs more power, less weight or both. Though the block is now aluminum instead of iron, saving almost 60 pounds, by the time you add all the stiffening material that made the chassis so strong, as well as seven airbags, the car pays a price in straight-line performance.

Aw, we wouldn’t whine as much if it weren’t for that Evo X that’s coming a year from now.

Lincoln MKZ 2007

2007-02-28T06:51:00.000-08:00

In the past, Ford carefully selected the roads on which media could test drive its new products, particularly Lincoln models that were not known for their road-handling attributes.

But the auto maker clearly has more confidence in the MKZ’s prowess, as demonstrated by this test drive on the infamous “Tail of the Dragon,” an 11-mile (18-km) stretch of road here that contains 318 challenging turns.

As sport bikes and slammed Miatas speed through the winding mountainous roads at blazing speeds, our all-wheel-drive MKZ holds its own, hugging corners and providing road feedback usually associated with German sport sedans from BMW AG and Audi AG.

The 3.5L performed well, pulling the MKZ up steep inclines with ease. Nevertheless, more low-end torque would have been appreciated, especially when accelerating hard out of curves.

Despite its few shortcomings, the 3.5L mill is a vast improvement over the 3.0L V-6 that powered the Zephyr. The new engine is so good, it recently was named one of Ward’s 10 Best Engines for 2007.
MKZ midsize sedan expected to draw new generation of customers to Lincoln.

Handling is head-and-shoulders above Lincoln sedans of the past, as engineers set out to make the MKZ a true “driver’s car.”

To improve handling over the Zephyr, while still maintaining the semi-cushy ride most Lincoln buyers expect, engineers tweaked the chassis by revising the steering-boost curve, increasing spring rates, upsizing anti-roll bars and increasing damping force. Rebound springs in the front dampers also reduce harshness.

“Defining the Lincoln brand is about getting a balance of refinement and performance at the same time,” Chief Engineer Jim Baumbick says. “A lot of cars in the segment, in terms of balance, go in one direction – aggressive, sporty and what have you.”

The MKZ is the first AWD car offered by Lincoln, which expects a 50% take rate that will be heavily skewed toward snow-belt regions. The AWD option shows Ford brass is willing to shake things up in order to spur sales.

The MKZ’s powertrain configuration provides decent fuel economy, with Environmental Protection Agency ratings of 19/27 mpg city/highway (12-9 L/100 km) for the front-wheel-drive version and 18/26 mpg city/highway (13-9 L/100 km) for AWD models. An added bonus is Lincoln’s recommendation of regular 87-octane fuel.

True to Lincoln’s stated goal to boost refinement, the MKZ is quiet. Noises from the outside world nearly are imperceptible due to extensive use of sound-dampening materials, a strategy being employed throughout the new Lincoln lineup.

Adding to the noise reduction is the steering gear, which now is mounted to the front perimeter subframe, reducing noise and vibration levels and providing greater road feedback.

Peter Horbury, Ford North American executive director-design, says the interior of the MKZ is meant to evoke the approach people take in “decorating their homes” or “designing their wardrobes.”

MKZ customers who prefer wood trim are offered a choice of a dark or light shade. Lincoln officials says they conducted a study that reveals younger buyers prefer the light hue, while older consumers gravitate to the dark shade.

Mazda CX-9

2007-02-28T06:50:00.000-08:00

“(The CX-9) offers a colorful and dynamic character that is fitting for the North American wilderness,” Hideki Suzuki, chief designer for the CX-9 and general manager-product design studio, says at the vehicle’s press introduction here.

“It is a prestigious and emotional crossover SUV.”

Riding on an expansive 113.2-in. (287.5-cm) wheelbase, with overall length, height and width measurements of 199.8 in. (507.5 cm), 68.0 in. (172.7 cm) and 76.2 in. (193.6 cm), respectively, the CX-9 is considerably larger than any of the various Mazda and Ford Motor Co. products that have donated their underpinnings for the new CUV.

On the surface, the CX-9 shares similar structural characteristics with the CX-7 and Ford Edge and Lincoln MKX CUVs.
Mazda CX-9 embodies sleek, elegant design and backed by 263-hp Ford V-6.

However, it actually is a unique platform derived from several models, including the Mazda6 (main front structure and rear multi-link suspension), CX-7 (MacPherson strut front suspension and all-wheel-drive system), Mazda5 and MPV (rear structure) and the Edge (engine box and drivetrain tuning).

Ford’s Duratec 35 3.5L DOHC V-6, rated at 263 hp and 249 lb.-ft. (338 Nm) of torque, also is used in the CX-9. However, as in the CX-7, it is mated to an Aisin AW-supplied 6-speed automatic transmission vs. the Edge’s Ford/General Motors Corp. co-developed 6-speed gearbox.

Overall city/highway fuel economy is rated at 18/24 mpg (13.1-9.8 L/ 100 km) for front-wheel-drive models and 16/22 (14.7-10.7 L/ 100 km) with AWD, Mazda says.

Outside, the CX-9’s low-profile silhouette treads the line between traditional station wagon and CUV very well, offering just enough masculinity to assure onlookers it is no minivan. Helping to do that are the optional 20-in. 10-spoke alloy wheels, which offer a more aggressive, proportioned stance than the standard 18-in. units.

The styling represents Mazda’s corporate design language and can best be described as refined and elegant, with minimal flash complementing an earth-toned palette of darker exterior hues. Chrome trim strips grace the side windows and front and rear fascias, with dual, trapezoidal stainless-steel exhaust outlets serving as the most aggressive aspect of the design theme.

But it is inside the cabin where Mazda spent most effort and where the CX-9 excels.

Three rows of seating are a prerequisite for most new models in the growing CUV segment, and the CX-9 makes good use of its cavernous interior for just that. The generous 2-person back row offers class-leading legroom, the auto maker says, with comfort further enhanced by a 60-40 folding and reclining second row that slides 5 ins. (12.7 cm) fore and aft.

Getting in and out of the third row is surprisingly easy, thanks to the sliding middle seat and wide rear door openings. Once situated, even lanky adults should find ample room for moderate-length jaunts.

In addition, the CX-9 serves up an impressive 17.2 cu.-ft. (487 L) of rear cargo space with the third row in use, growing to 100.7 cu.-ft. (2,652 L) when all rows are folded flat into the floor – competitive, but less than most traditional minivans and other large CUVs, such as the Saturn Outlook, GMC Acadia and Buick Enclave triplets.

For a family vehicle starting under $30,000, the CX-9’s fit-and-finish and attention to detail are more than satisfactory, if not encroaching on near-luxury segment levels.

Jeep Patriot

2007-02-28T06:49:00.000-08:00

Its pedigree is obvious at first glance. With its body-color, 7-slot grille and straight-edged side panels, Patriot’s 2-box design recalls the slabby but almost-iconic Jeep Cherokee midsize SUV that enjoyed a marketplace run spanning two decades, until it ended in 2001.
Patriot lacks crisp acceleration on-road.

Other notable cues include slightly exaggerated fender flares. They help retain Jeep’s trademark trapezoidal wheel-well shape and complement the cross/utility vehicle’s high belt line.

With an overall height of 65.7 ins. (167 cm), Patriot is slightly taller than its pudgier Jeep platform-mate, the Compass. The latter was developed to capitalize on strong focus-group response from women, while the Patriot’s straightforward design played better with men.

Of the two, Patriot clearly seems more fetching.

Though trimmer to the eye, it is marginally larger than the clumsy-looking Compass. Patriot boasts a length of 173 ins. (440 cm) and a width of 69.1 ins. (176 cm).

Both CUVs share a 104-in. (264-cm) wheelbase.

Access and egress is effortless, while the driver’s sightlines are unencumbered by Patriot’s compressed greenhouse. Both of these attributes benefit from Patriot’s command-seating position.

Legroom is more than adequate, front and rear, with dimensions of 40.6 ins. (103 cm) and 39.4 ins. (100 cm), respectively. Concave front-row seatbacks afford rear passengers a little space to stretch.
Touch points lack tactile satisfaction.

And for occupants not paper-trained, there is YES Essentials stain-resistant, odor-fighting, anti-microbial upholstery from Milliken Automotive. This $250 option goes well with the cargo compartment’s rubber mat, which features a rugged diamond-plate pattern.

With its rear seats folded down, Patriot’s cargo volume grows from 23 cu.-ft (0.65 cu.-m) to 54.2 cu.-ft. (1.54 cu.-m), more than enough to accommodate a large kennel.

The instrument panel is stylish and well organized, but the proliferation of plastic is a major bone of contention. Not the quantity of plastic, but the quality.

'07 Dodge Sprinter

2007-02-28T06:48:00.000-08:00

For ’07, Dodge offers consumers more variations of the popular Sprinter, which saw a sales increase of 26.8% to 2,475 units in Canada last year vs. like-2005, according to Ward’s data. In the U.S., Sprinter posted an 11.7% increase of 11.7% on 21,961 units in 2006 compared to prior-year.

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The new Sprinter can be had in three lengths: 233 ins. (592 cm), 273 ins. (693 cm) and 289 ins. (734 cm). There also are two new wheelbases: 144 ins. (366 cm), 170 ins. (432 cm) or 170 ins. extended with a 15-in. (38 cm) longer overhang, which Dodge says is longest in its class.

The ’07 Sprinter is powered by a 3L V-6 turbodiesel mill that produces 154 hp and 280 lb.-ft. (380 Nm) of torque. The new engine replaces a 154-hp 2.7L I-5.

“This fuel-saving Mercedes-built diesel engine is another step in DaimlerChrysler’s diesel offensive,” says George Murphy, senior vice president - Global Brand Marketing, Chrysler Group. “It’s the first time a diesel particulate filter been fitted as standard in Sprinter’s weight class.”

A 3.5L V-6 high-performance gasoline mill that cranks out 254 hp and 250 lb.-ft. (339 Nm) of torque will be available in the U.S.

Both engines will be mated to a 5-speed automatic transmission.
'07 Dodge Sprinter van is longer, wider and taller than its predecessor.

Also for ’07, Dodge is offering three interior roof height options: standard, 65 ins. (165 cm); high, 76 ins., (193 cm); and mega, 84 ins. (213 cm).

“For these (Sprinter) customers, the ability to stand up in their vans is absolutely critical,” Murphy says of the decision to offer height variants.

New standard features include power windows and locks, integrated wide-angle mirrors, halogen headlamps, 16-inch wheels, tilt- and height-adjustable steering wheel, CD radio, one-touch triple flash function turn signals, and electronic stability control. Related Stories
New Sprinter Van Coming in March

The success of Sprinter, which bowed ’01 under DaimlerChrsyler AG’s Freightliner brand, has spurred speculation that Ford Motor Co. is readying a North American debut of its Transit work van, currently available in European and other foreign markets.

Should Ford decide to bring its Transit to North America, it wouldn’t necessarily be detrimental to Sprinter’s ongoing success, says Reid Bigland, President and CEO – DaimlerChrysler Canada.

“I’ve heard them (Ford) talk about that for the last 8 or 9 years,” Bigland tells Ward’s. “If they come with the Transit, I think you’ll see the segment size grow, which for me is good for both of us.”

The ’07 Dodge Sprinter Cargo Van bases at $31,290, while the Sprinter Passenger Van is $33,490. Both prices include $980 for destination. Both models go on sale this spring.

2007 Dodge Avenger

2007-02-28T06:46:00.000-08:00

The car’s top-line 235-hp 3.5L V-6 offers tepid throttle response and uninspiring acceleration from a standing start. In short, it looks faster than it is.

And that is the delicious part.

The Avenger is a mainstream sedan with attitude – unabashed, confident and slightly sinister American attitude with available 18-in. chrome-clad wheels. For less than $19,000.

Ford Motor Co. gets credit for restoring Yankee pride in the excitement-starved sedan segment with last year’s launch of the Ford Fusion. And Chrysler Group took a step in this direction with the blingy ’07 Chrysler Sebring.

But Avenger goes all the way. Related Stories
Avenger to Start Below $19,000
SRT Avenger Plausible, Chrysler Says

Chrysler took heat because its redesigned Sebring is not the “baby 300” market observers expected. The auto maker blames the inherent proportions of Sebring’s front-wheel-drive architecture.

The Avenger, however, succeeds as a “baby Charger.” Its pronounced wheel arches and that captivating curve cutting into the rear doors mitigate the dowdiness that comes with the requisite overhangs of FWD architectures.

And while the powertrain’s relative shortcomings only fuel aspirations for a future SRT edition (likely with all-wheel-drive), it will not disappoint as a daily driver. According to the latest fuel economy rating system, Chrysler promises the V-6 will deliver 16 mpg (14.7L/100 km) in the city and 26 mpg (9L/100 km) on the highway.

The base 2.4L I-4 World Engine is rated at 21 mpg (11.2L/100 km) and 30 mpg (7.8L/100 km), while the mid-range E85-compatible 2.7L V-6 offers 19 mpg (12.4L/100 km) and 27 mpg (8.7L/100 km).
Avenger borrows this design cue from Dodge Charger.

For a performance-oriented feel, the 3.5L V-6 boasts Chrysler’s Auto Stick manual-mode feature that affords ready access to satisfying mid-range torque through a new 6-speed automatic transmission. Peak torque of 232 lb-ft. (315 Nm) is available at 4,000 rpm.

The only real compromises are in the vehicle’s interior. While roomy and outfitted with comfortable, supportive seating, many touch points are second-rate. Window switches are loud and directional rear-seat light-emitting diode dome lights – while an inspired feature – are wobbly and portend durability problems.

But with the swagger this car shows on the road, there is no need for an Avenger owner to look away in shame when the valet asks, “Which car is yours?” Stare ‘em straight in the eye and say, “The Avenger.”

Hyundai HCD8 concept

2007-02-26T23:46:00.000-08:00

Hyundai’s new $30 million Irvine design studio showed a new 2+2 coupe concept finished in a vibrant new colour – Ballistic Yellow.

Based on the Tiburon platform, the designers pushed the front axle forward 100mm to get a more classic stance for the concept and improve access for rear passengers.

“We wanted to use simple and elegant surfaces, a little less romantic than current Hyundais” explains Chief Designer Joel Piaskowski. “This is a car for professionals who are passionate about transportation”. The result combines a very muscular, solid form, relieved by sharp crease lines on the lower bodyside and fender tops. The front face is based on the Elantra ‘frown’ expression, but updated and pushed more aggressive.

The interior is finished in light grey accented with wood and aluminium and features wood flooring. Dimensions are: length 4326mm, width 1822mm, height 1340mm, wheelbase 2633mm

Changan Xingqing concept

2007-02-26T23:44:00.000-08:00

Xingqing, which means ‘clear sky', was inspired by the romantic atmosphere which fills people when looking up to the sky and seeing the stars on a clear night. Measuring at 3500mm x 16500mm x 1550mm on a 2365mm wheelbase, this entry level compact minivan CUV is targeted at young urban professionals, whom the company would describe as "using this car to commute during weekdays, as well as enjoying the outdoor life on the weekend."

Styled in Italy, the Xingqing concept and the theme is much like that of the Fiat Multipla from more than a decade ago, focusing on interior functionality and the user interface of the driver and passengers, more than flashy exterior styling. While this is a compact mini, seating arrangement allows up to five adult passengers and their luggage as well.

The simple and almost ‘abstract' interior surprised many, with almost no details apart from the steering wheel visible around the cluster and the center console. Overall use of the interior space was equally impressive with functions such as a fully opening tailgate which effectively turns into a tent, fold-and-dive rear seat, and a B-pillarless clamshell door allowing for easy ingress/egress and to load large equipment.

The exterior design, which in effect was styled to support the interior functionality, has its share of strong characteristics. The overall form of the vehicle is a one-box minivan with excellent stance. Details such as the headlamp located around the A-pillars, clever use of the orange and black two-tone around the sill area to create dynamic stance, and a Y-shaped front grille were all executed well.

While a vehicle such as this won't have much chance of making it out of the auto show display booth, the Xingqing concept definitely was a pleasant surprise to many with clever ideas and well-resolved design.

Volkswagen Neeza concept

2007-02-26T23:43:00.000-08:00

The only foreign manufacturer to display a concept car at Auto China 2006 was Volkswagen, unveiling the Neeza crossover concept. As one of the first major overseas manufacturers to enter the Chinese market more than 20 years ago, it's evident that Volkswagen is again intent on leading the motoring trend in China by displaying a Coupe/Wagon CUV, with strong Chinese automotive styling flavor. Built on an extended A-platform - as used on the VW Concept A and Golf - Neeza was developed by the local VW design studio in Shanghai.

The name Neeza comes from a Chinese folk tale of a little boy named Ne-Zha, who fought against the evil spirits with magic weapons, and VW claims "His unequalled will, his youthful and foresighted spirit and courage reflect the idea hidden behind the character and the name of the concept"

Overall styling is sleek and extremely fast, with the proportion deceiving many people to a point where, until the unveiling of the vehicle on Saturday, many automotive designers actually thought Neeza was the brother version of the Audi Q7. However the Neeza is much smaller, lower and sleeker than the Q7, and displays virtually no characteristics of an SUV.

Clad in a Flame Red body color, its proportion is very well resolved. And much like recent Volkswagen concepts, Neeza also displays restrained details where it makes clear that designers were intent on showing the overall surfacing of the vehicle, more so than the details. Apart from the front lower grille displaying the flowing ‘Oriental' line, they have managed exceptionally well in letting the details support rather than dominate the overall styling.

What would have been a fine concept car was let down somewhat by the overall interior design, with an impression that the interior was almost an afterthought in the overall design process. The door trims and dashboard lacked the exaggerated tension, volumes and refined details that you would expect from a concept car.

While there has been no official response from VW regarding future production plans, Neeza indicates we should expect a bright future for the region's automotive design in the future.

2008 Mercedes-Benz C-Class

2007-02-26T22:47:00.000-08:00

The Mercedes-Benz C-Class has been re-invented seven years after its predecessor was introduced. The third-generation C-Class sedan was unveiled Jan. 18 at a gala presentation in Stuttgart, where it could stand alone in the spotlight, out of the shadows of the numerous unveilings the previous week in Detroit. We won’t drive the car until it’s on display at the Geneva show in March.

The new C takes on a sportier slant with a contemporary design, revised rear-drive underpinnings and more powerful and efficient gasoline engines. Development was aided by an industry-first usage of a complete digital prototype; the earliest mechanical prototypes were sufficiently advanced to begin a 15-million-mile on-road testing program without unduly prolonging the development stage.

As a direct rival to the BMW 3 Series and the Audi A4, the new four-door already appears more competitive than today’s model, which was hampered by quality issues before a facelift in 2003. Mercedes engineers are confident that their long on-road testing program ironed out any such glitches in the new model. That’s important because in the U.S. market, German cars aren’t the only challenge: the Lexus IS, Infiniti G and Cadillac CTS are particularly strong contenders in the rear-drive premium compact segment.

Mercedes-Benz regards the launch of the car as a new beginning and aims the latest C-Class at a younger audience—buyers’ average age had crept up steadily since it was introduced in 1993 as a replacement for the smaller 190E, the “baby Benz,” introduced in 1982. And yet traditionalists are recognized, too—this is the first Mercedes-Benz car that distinguishes between models by using entirely different front-end styling. The Luxury version (called Elegance in Europe) has a traditional M-B grille and standup hood ornament, much like the flagship S-Class sedan’s, while the Sport (Avantgarde in Europe) carries its three-pointed star in the center of the grille. Mercedes notes that this has been the practice with its roadsters and coupes in the past and makes the sporting connection, though the star-in-grille motif also appears on the U.S.-built ML-, GL- and R-Classes.

2007 Ford Mondeo

2007-02-26T22:46:00.000-08:00

Ford Taurus and Ford Mondeo are two names rarely written in the same sentence. So it must be an accident of fate that Ford’s most significant sedan nameplates on opposite sides of the Atlantic are being revitalized in the space of a week. While the Taurus was the car that saved Ford Division in the mid 1980s, the sharp-handling Mondeo did the same for struggling Ford Europe a decade later.

Ford has provided this preview of its third-generation Mondeo ahead of the car’s public premiere at the Geneva show in March. And though Ford’s position in Europe is much stronger than it was in 1993, the Mondeo still has to make a big impact in keeping with its role as the company’s third best-seller in Europe, behind the Focus and Fiesta.

The main challenge for the new Mondeo is to claw back sales in a market segment shrinking as Europeans shift allegiance to upmarket models like the Audi A4, BMW 3 Series and Mercedes-Benz C-Class. As an illustration of this fundamental shift in European tastes, just look at the comparative sales figures: Last year (admittedly the last year of production for the second-gen model), Mondeo sold 142,800 cars in Europe; the 3 Series 287,704. In its heyday in the mid-1990s the Mondeo outsold the 3 Series three to two on average.

Acknowledging this new competition, Ford has put a stronger emphasis on design with the new Mondeo, the new model clothed in “kinetic design” body panels, as seen on the Iosis concept, Galaxy minivan and S-Max crossover, Europe’s Car of the Year.
Under the skin is an all-new platform, called EU-CD, that’s also the basis for the minivan and crossover, but more significantly shares technology with the Volvo S80/V70 and Land Rover Freelander to cut costs.

Bigger, wider and higher than the outgoing Mondeo, Ford’s midsize sedan fights back with a combination of more space allied to a sharp-driving, yet compliant-riding chassis, previously the Mondeo’s main competitive edge.

A 2.5-liter 220-hp turbocharged five-cylinder borrowed from Volvo is the performance flagship in a seven-engine range featuring three diesel and four gasoline engines.

If the car ever ventured into the U.S., the 2.5-cylinder, along with the 2.3-liter 161-hp four mated to a six-speed auto transaxle, would be the likely choices.

At this moment, though, a Mondeo for the U.S. is only a pipe dream. Although new Ford CEO Alan Mulally has made encouraging noises, there are practical difficulties: Meeting U.S. crash and exhaust emission regulations; fitting the Mondeo into the range alongside the similar-sized Fusion/Milan; and making a profit in America on a car built in Europe when the exchange rate makes $1 worth only 0.77 Euros.

The smart money is on the next-generation Fusion to merge with the Mondeo program, forming a common platform that can be built and sold worldwide.

Audi’s 6-Shooter

2007-02-26T22:44:00.000-08:00

Audi’s answer to BMW’s big 6 Series coupe breaks cover next month in Geneva, wearing the A5 designation and styling reminiscent of the Nuvolari Quattro concept that Audi revealed in Geneva in 2003.

The more potent 4.2-liter 354-hp V8-equipped S5, capable of sprinting from 0 to 60 mph in about 5.0 seconds, also debuts at Geneva.
Audi designed and all-new chassis and specific suspension components for the four-seater, and increased steering response by revising the steering rack and installing it ahead of the front axle line.

S5 gets stiffer suspension tuning, more powerful brakes and 18-inch wheels. Visually, the S5 enjoys specific front and rear bumpers, dual exhaust and a larger rear spoiler.
U.S. sales of the 2008 A5 and S5 begin in November with the 3.2-liter, 265-hp V6 as the primary A5 engine offering. Both models launch with six-speed manual transmissions with six-speed automatics appearing three months later for the A5 and six months later in the S5. Although front drive is available in Europe, all U.S. models come equipped with quattro all-wheel-drive.European sales of the big coupe begin in June, where buyers will have a range of powerplant choices, including 1.8-liter 170-hp turbocharged four and 3.2-liter 265-hp V6 gasoline offerings, and a pair of diesel engines.

2007 Volkswagen Eos

2007-02-26T06:18:00.000-08:00

The new Volkswagen Eos seats four in a tightly efficient body and has a convertible hardtop that stows itself securely in the trunk in about 25 seconds. Is that enough to make the car a success?

Maybe in Europe, where even secretaries drive SLKs. And maybe here, too, since the Eos does what no other entry in its class can. True, there are plenty of four-seat convertibles here, from the Audi A4 to the Volvo C70—a good 10 in all. And there are hardtop convertibles, too, though only the Volvo seats four. So what does the Eos have that the C70 doesn’t? The VW’s five-piece convertible hardtop sports a fully opening sunroof.

Will America care? In the past it has. The Eos should appeal to the same audience that bought tens of thousands of the old VW Cabrios, a model discontinued about four years ago. This new car is far stiffer and doesn’t require that big basket-handle roll hoop to both hold it together and protect passengers in the event of a rollover (there are pop-up roll hoops behind the rear seats in Eos).The convertible gets its stiffness from an increased use of hot-stamping in the A-pillar and in other crucial frame locations. Using steel so hard it would dent a normal sheetmetal press, VW heats the material to soften it, then whomps it into shape.

Hot-stamped parts are found mostly in the middle section of Eos, which not only supports a roofless structure, but is a distinctive feature from the Golf and Passat parts that make up most of the rest of the car.

Both engines are from the worldwide mix of Golf and Passat powertrains—the 2.0-liter, 200-hp FSI turbo and 3.2-liter, 250-hp V6. Because the engines fit in a Golf, the front of the car is also Golf-derived. The suspension links are from the Passat. So what you get is a sort of wide-track Golf sans roof, though the line between Passat, Golf and Eos is further blurred once you start looking under the car.

2007 Jeep Wrangler Rubicon

2007-02-26T06:17:00.000-08:00

The Jeep Wrangler teetered on the cliff’s edge, its nose dangling over one boulder and aiming squarely at a mountain’s worth more. A few folks had scattered around the steep, 90-degree right-hander the Wrangler had just shot through—or, rather, over—variously pointing, crouching or standing with hands on hips, apparently trying to deduce the best way to get the trucklet back on all fours. No one looked overly concerned—at least the concern was not tangible from the vantage point a couple of hundred feet below.

The radio crackled, the first signs of a solution making its way down the hill in staccato syllables, something about ropes and rigging and winches. We’d be there for a while.

The early morning trek up the Chendeni hills of Zambia’s South Luangwa National Park challenged even the most seasoned off-road drivers in the convoy, including the trail guides whose résumés boast a combined 28 years of Camel Trophy experience. Every few feet of the climb required dipping into the Wrangler’s bag of rock-climbing tricks: working the transfer case; locking the front differential, the rear or both; disconnecting the sway bars to maximize wheel travel; or simply allowing the Jeep to creep along, feet off pedals, in “tick over” mode. Most stretches called for some combination thereof.

The steepest, most boulder-strewn sections of the freshly blazed trail called for locked diffs; for the Rubicons that made up the group, that meant standard Tru-Lock differentials and their rock-crunching 4.10 axles. Dash-mounted toggles made easy work of activating the Tru-Locks, but complicating the process was that little of the trail headed in a straight line for long. Every few feet, a sharp, tight turn would interrupt the ascent, requiring disengaging the differential locks, cranking down hard on the steering wheel and simply letting the 4:1 low range of the upgraded Rock-Trac four-wheel-drive system do its thing, the standard 32-inch BFGoodrich tires chewing at whatever they could for grip. When the way still proved too difficult, the locks would get switched on again as soon as the Jeep managed anything close to a wheels-straight-ahead bearing. The whole process made for a slow—but altogether impressive—go of it.

Chevy Trucks

2007-02-26T06:12:00.000-08:00

Your family’s safety matters. Whether it’s a short errand around town, car-pooling, or a cross-country road trip, Chevrolet is committed to keeping you and your family safe — from the start of your journey to your destination. That commitment begins long before you take your family on the road, with Chevrolet and General Motors continuously striving to improve the crashworthiness and crash avoidance of its vehicles.

Since the early 1900s, GM has paved the way with vehicle safety innovations. And, in 1924, it unveiled the industry’s first automotive proving ground that remains the site of ongoing vehicle safety development, enhancements and testing. From conducting the first vehicle rollover test to developing the first electric headlamp and using shatterproof laminated glass throughout the vehicle to introducing the first active front-seat head restraint system, GM has remained on the cutting edge. In addition, it has a long history of supporting child passenger safety — from developing some of the first child-size dummies used in crash testing to creating technology to help kids from accidentally getting trapped in the trunk of a car.

That’s why many Chevy vehicles built today come with a comprehensive list of safety and security features to help keep you and your family safe before, during and, thanks to OnStar, following a collision. See below to learn more.

America car donation center

2007-02-26T06:08:00.000-08:00

Welcome to America's largest and most trusted car donation center. Thanks to the generous support from people like you, we have processed over 1,000,000 car donations for over a thousand charities since 1992 - making us America's #1 choice for donating your car!Are you thinking of selling or trading in that old car, boat or RV? Why not donate it instead? As a charitable contribution your donation could make a big difference. In this easy-to-use site you can research hundreds of respected charities, find answers to frequently asked questions and complete a simple online donation form. Or, if you prefer to speak with a representative, please feel free to call us toll-free seven days a week at 1-800-237-5714 to start our no-hassle car donation procesWe will make arrangements to conveniently and quickly pick-up your vehicle donation at no cost to you. We handle the title transfer requirements and provide you with a tax deductible donation receipt at the time of pick-up!Have any questions that aren't answered on our frequently asked questions page? Call us toll-free seven days a week at 1-800-237-5714. One of our friendly customer service representatives would be happy to answer all of your questions. To get your car donation rolling now, click here!

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2007 Porsche 911 Targa

2007-02-26T04:02:00.000-08:00

Porsche has side-stepped tradition with the 2007 911 Targa, providing the new model with standard all-wheel drive for the first time since its 1966 debut.

Planned for a world debut at September's Paris motor show, the 997-based Targa goes on sale in the U.S. in November. Targa 4 will carry a starting sticker of $86,495, while the higher-powered Targa 4S will start at $96,695 (both prices include a $795 destination charge).

Based on the same underpinnings and basic body structure as the 911 Carrera 4 Cabriolet, Targa once again features a fixed aluminum roof that incorporates a full-length sliding glass sunroof to provide open air compatibility in a car boasting a typical coupe-like silhouette. The latest Targa roof features a laminated twin layered glass panel that weighs 4.2 pounds less than the previous model. An electrically operated blind provides sun protection.
Forgoing the traditional rear-wheel drive layout of earlier 911 Targas, the sixth-generation model runs all-wheel-drive on all models. Targa 4 is powered by a 3.6-liter 325-hp, 273-lb-ft flat six-cylinder engine; Targa 4S gets the 3.8-liter, 355-hp, 295-lb-ft flat six. Porsche says Targa 4 hits 0-60 mph in 5.1-seconds, Targa 4S in 4.7 seconds. A six-speed manual gearbox is standard, with a five-speed Tiptronic automatic optional. A double-clutch manual-automatic gearbox will be a likely addition to the options list in the not-too-distant-future.

2007 SUZUKI SX4

2007-02-26T04:00:00.000-08:00

The trip odometer said I went only 154 miles on 8.3 gallons, for 18.5 mpg, which would really suck bilge water for such a little car, even allowing for an automatic and all-wheel-drive, EXCEPT that it includes the big winter storm and a 2-1/2 hour drive home, for which this car was darned near perfect (more on that later—its one deficiency was the seats weren’t heated, but they were cloth so they weren’t all that cold either). That would be 2.5 hours to go 32 miles, or less than 13 mph average, all stop and go with the heater blasting, the wipers going, etc. Besides, I’m not sure the trip odo was zeroed out properly before since I’m the first driver to report filling it.

Speaking of which, the windshield washer tank was soon empty so I bought a bottle and filled it. It took less than a quarter bottle—no wonder it was empty! I think I poured more coffee into my cup at the gas station than the amount of washer fluid that went into the car before it was overflowing. At least the filler neck is very small and set down below the fender line so you can spill the stuff all over; the gas station’s paper funnel was a requirement. This is really a minor thing, I know, but if you drive up here in the salted road zones, you’ll have to fill the washer fluid reservoir every third day, so you’d better have your own funnel stashed in the car.

Did I say a car that cost less than $17,000 was darned near perfect? Yeah … when the roads go bad and the traffic is going nowhere, a small, nimble car is the way to go for me (I rejected our long-term Grand Cherokee SRT8, which was assigned to me—too much power and too big). It slips into small openings in traffic, which people will yield to you in this unassuming little hatchback because they’re not envious of your ride, and then there’s the awd which makes for steady transitions across the unplowed mess between lanes, not to mention worry-free stop-and-go maneuvering. While the cabin environment wouldn’t be mistaken for luxurious or spacious, it was comfortable and punishment-free. The engine note is even okay—it may sound like a sewing machine, but someone did some tuning on the exhaust so at least it’s an industrial-grade baritone sewing machine, and none too loud, either.

This example is a base car with automatic. If you were shopping for a winter-mobile, you’d probably look at the Sport, which adds stability control and a lot of other features, including heated mirrors, for only a few hundred dollars more. Oddly, the Sport comes with standard four-speed automatic. Suzuki lists the base model as a five-speed manual with optional ($1000) automatic, though the sticker on this car ($15,999 plus delivery) shows the automatic as “included.” Pricing strategies are getting just plain weird.

Would I rather have been in an Audi A4? Sure. But if you’re on a beer budget, this is one sweet answer to living in four-seasons land. The awd is a great thing in this price range—it puts Suzuki one up on the Chevy Aveo (the best-seller in the dinky class) and the new subcompacts from Honda, Toyota and Nissan (Fit, Yaris and Versa). The SX4 is also more conventional (read: less geeky) than the Aerio wagon it replaces—a car that had its charms, but was hard to accept as a real automobile. I’m putting this on the “recommended” list when people ask about economical hatchbacks to drive in northern climes.

2007 FERRARI 599 GTB

2007-02-24T04:20:00.000-08:00

Maurizio Manfredi, director of Ferrari V12 model development, says Montezemolo’s edict for the 599 was even tougher: enhanced daily-drive capability with track performance superior to the F40.

Yes, that F40. The last Ferrari developed under Enzo’s active management. The mid-engine, twin-turbo track special that was the Enzo (the car) of the late 1980s.

“We wanted emotional impact in an all-around car that satisfies almost everyone,” says Manfredi, apparently unaware of how strange that sounds coming from someone responsible for creating V12 Ferraris.

Emotional impact starts with design, and the 599 GTB is 100 percent Pininfarina, crafted under the supervision of former Ferrari design chief Frank Stephenson. It is wider and longer than the 575M, with 11 functional ports or air-management devices, compared to five. This new berlinetta is subtle, supple, sophisticated—pretty, really—but also quietly aggressive. Its subtlety is both a strength and problem. Every angle releases something new and interesting, but it lacks the immediate, faraway impact one experiences spotting an F40 or an Enzo for the first time.

Appearance aside, the 599 GTB is more aerodynamically efficient than any Ferrari built without separate wings, says Manfredi. Downforce front and rear is equal and increases with speed (good thing, with a top speed over 205 mph).

The 599 GTB’s wheelbase (108.3 inches) is nearly 10 inches shorter than Ferrari’s 612 Scaglietti. While this is technically a front-engine car, weight distribution is mid-engine. Both engine and cabin are moved rearward compared to the 575M, leaving 85 percent of the mass between the wheels. Weight is optimally distributed 47 percent front, 53 percent rear, according to Manfredi.

Aluminum bodywork covers an aluminum space frame comprised of 176 separate castings, extrusions and sheets that are MIG-welded, riveted and glued into a whole. The 599 weighs 100 pounds less than the 575M; curb weight is 3722 pounds.
The 5999-cc, 65-degree V12 shares its architecture and compression ratio (11.2:1) with the Enzo’s engine and generates almost as much power: 620 hp at 7600 rpm, compared to 660. It is more compact than the previous-generation V12 in the 575M, with a lower deck height that brings the center of mass down roughly an inch in the chassis. Redline is 8400 rpm, with 448 lb-ft of torque at 5600 rpm.

Engineers went to great lengths tuning the V12’s sound, suppressing mechanical noise in favor of an appropriately Ferrari exhaust tone. Still, they seem proudest of their work on the Formula One-style electrohydraulic transmission controls. The 599 GTB will be offered with a conventional six-speed manual, but Ferrari expects to build 80 percent with the F1 Superfast gearbox.

This box uses the same control software as Ferrari’s F1 transmission, according to Manfredi. Twin clutch discs allow overlapping of the clutching and gear-change operations. The entire shift process—signal, clutch, gear change—occurs in 100 milliseconds, compared to 250 in the 575M. The “acceleration gap,” the period the engine is decoupled from the driveshaft, is 40 milliseconds, compared to 100 in the 612 and 15 in Ferrari’s F1 car.

2007 Mercedes-Benz R63 AMG

2007-02-24T01:30:00.001-08:00

Who needs this car, really? Premium unleaded is still hovering around $3 a gallon, so a hulking, six-seat luxury MPV running a 6.2-liter, 510-hp V8 engine, capable of accelerating from 0 to 60 mph in less than five seconds, and returning fuel consumption of around 14 mpg doesn’t seem to stack up. Not at a cool $88,000, in any case.

Yet clearly Mercedes-Benz thinks there is demand, however small, for such a beast. And despite recent overblown pump prices that may not let up over the long term, Mercedes will offer the R63 AMG in North America starting in October.

Up until now, performance MPVs have not exactly been hot property on these shores. Such a vehicle by its very nature is compromised by its tall stature and, from experience, is no match dynamically for a well-sorted SUV. But with go-fast all-wheel-drive sales outstripping expectations of late, it appears this could be the next niche to go mainstream.
That may well be, but at the end of the day the R63 doesn’t cut it as a performance car worthy of the AMG badge.

No doubt it’s quick. The R63 will stay with a Porsche 911 Carrera up to 60 mph with no trouble at all, and it is almost two seconds quicker to the standing-start benchmark than the previous range-topping R500, which continues to run Mercedes’ 5.0-liter 306-hp V8 instead of the company’s more refined and economical 5.5-liter 382-hp V8, as fitted to models such as the new S-Class.

The R63 is also superbly refined, with the sort of mechanical isolation and ride quality not normally associated with AMG offerings. High-speed stability is another R63 attribute, thanks to its long wheelbase and wide-track stance. In this respect, the vehicle is just about perfect for long freeway slogs.

But the R63’s tall stature conspires to work against it on more challenging roads. With all-wheel drive doling out the power in a 40:60 split, there is excellent traction, and the huge 21-inch rubber serves up surprising grip. But just when the R63 threatens to deliver, it is defeated by unruly body roll and its substantial weight, the front end pushing on at speeds at which any other AMG model would be clinging tightly to its line.

And that’s with just the driver aboard. Load the R63 with another five adults and their luggage and any pretense of sportiness is gone.

The upside of course is the R’s impressive versatility. With generous spacing between the second- and third-row seats, passengers in the back are well catered to over extended journeys. And even with the rearmost seats in place, there is plenty of luggage space.Interestingly, Mercedes has rethought its decision to provide the R-Class with just six seats. Beginning early next year the R-Class will be available with a seven-seat option, with the two individual seats in the center row replaced by a three-across bench. With the Audi Q7, BMW X5 and Volvo XC90 all providing seating for seven, it was really only a matter of time before the R-Class fell into line.

But in the end, you have to question the relevance of the R63. Aside from its engine, the vehicle fails to deliver the excitement an AMG model should, a clear case of the Mercedes marketing department seizing on an opportunity to ratchet up the image of the R-Class without properly considering the harm it may cause to the AMG name in the long run.

2007 Honda CR-V

2007-02-24T01:28:00.000-08:00

Spend an hour driving the Honda CR-V and you’ll be reminded of that joke about mopeds being a good ride until your friend sees you on it. This little sport/utility vehicle-crossover thing won’t do much for your enthusiast creds, but as agreeable, practical all-purpose transportation, it’s hard to beat.

CR-V is pleasant in all circumstances. It can haul lots of stuff and provides a modicum of all-terrain capability, but it won’t beat you up.

The new third-generation 2007 CR-V just does everything a bit better than the 2006, without messing with a proven formula. The basic size/power/performance equation is just fine with customers, according to Honda, so refinement was the guiding principle. The new CR-V is slightly larger in most dimensions, and interior space is reapportioned. There is less volume overall, yet more hip room in front and two cubic feet more cargo space.

Honda has ditched the side-hinged rear door it once swore by in favor of a more conventional swing-up hatch. The company claims the CR-V tailgate requires less force to operate than any in the class. High-tensile steel is applied more lavishly throughout the CR-V’s unibody, and Honda predicts the best crash ratings of any small SUV. There is more sound insulation and double seals on all doors.

Honda concluded that shoppers who seriously considered a second-gen CR-V and ultimately chose another vehicle did so based on styling. Thus, the ’07 swaps puppy-cute looks for what project leader Mitsuru Horikoshi calls “advanced emotional styling.” This CR-V is supposed to be more dynamic, with a more rugged lower body.
An optional V6—offered on nearly all competitors—would compromise CR-V’s basic frugal character, according to Horikoshi. The engine remains a 2.4-liter VTEC four, with an increase of 10 hp (to 166, with 161 lb-ft of torque), thanks largely to a slight increase in compression. There is no choice of transmissions, either. With the take rate at 3 percent, there was simply no case for continuing with a manual. The CR-V’s automatic has five speeds, while a four-speed is the class standard.

The CR-V features a new multilink rear suspension that helps lower its center of gravity 5 percent. Its steering ratio is slightly quicker, and 17-inch wheels come standard.

Step-in height is reduced 1.3 inches, and the cabin is decidedly upscale. What’s lost in charm (no more handbrake that looks like a grab handle) gets reimbursed in refinement. There are plenty of Honda-convenient features, including a retractable center tray with a 12-volt outlet and a new 40/20/40 rear seatback that allows the center chunk to fold for pass-through from the cargo area. There is also a new cargo shelf that supports 20 pounds and doubles the cargo-floor space. The blue-backlit gauges read sharp. Finish and materials are impressive, though the upper glovebox door (there are two gloveboxes) on our pilot production test car was uncharacteristically floppy.

Even with Honda’s hydraulic RealTime awd system, CR-V’s default drive mode is 100 percent front wheels. It understeers, much like a conservatively tuned front-drive sedan. Yet as SUVs go, it’s quite crisp and impressively refined. Ride quality is excellent, never tippy, and overall noise control surpasses some luxury SUVs.

2009 Volkswagen Iroc

2007-02-24T01:27:00.000-08:00

VW is vague on exact specifications, but the new coupe likely will be powered by three engines: a supercharged and turbocharged 1.4-liter, 210-hp four-cylinder Twincharger gasoline engine; a turbocharged 2.0-liter 240-hp four-cylinder; and a 3.6-liter 280-hp V6, the latter likely offered with 4Motion all-wheel drive. Transmission choices should include a standard six-speed manual and optional seven-speed Direct Sequential Gearbox.

Sports Car Briefs

2007-02-24T01:26:00.000-08:00

The American Le Mans Series has given Porsche and Acura, among other LMP2-class teams, a performance break that should allow them to compete favorably with the more potent Audi R10s in at least some races this season.

The ALMS will not impose a 5 percent cut in engine air-restrictor size mandated by the Le Mans rulebook for LMP2 cars this year. That should ensure that Porsche’s RS Spyders and the Acura-engined Lolas and Courages will be competitive against the turbo-diesel Audis.

Le Mans reduced the power of the LMP2 cars to try to maintain a gap between LMP1 and its secondary prototype class. ALMS bosses determined that this was not appropriate for their series when four top-class prototypes are likely to contest the full season.

“We understand what Le Mans is trying to do, and we have no issue with that,” said Doug Robinson, executive director of IMSA, the ALMS sanctioning body, “but we saw that the competition we had between LMP1 and LMP2, especially at certain tracks in 2006, created extra excitement for the fans.

“Changing the rules would have meant we would have ended up with less competition. We again hope to be seeing the top LMP2s pressuring the LMP1s.”
Former ALMS LMP2-class champion Intersport Racing will compete in the LMP1 prototype division this year.

The team will campaign a Creation CA06H-Judd. At first glance, the move might seem odd, as Intersport will race head-to-head against the dominant factory Audi effort. But with a proliferation of factory-backed LMP2 programs from Acura, Porsche and Mazda, Intersport may find more overall success in LMP1.

2006 Cadillac XLR-V

2007-02-23T07:45:00.000-08:00

Cadillac's ambitions to play on the global luxury stage reach new heights with the XLR-V, on sale now. Consider: a 443-hp supercharged two-seater with retractable hardtop, a showcase for its maker’s technological acumen, priced at a nice round $100,000.

As a flagship sports car for a luxury marque, XLR-V’s closest analog is the Mercedes-Benz SL55 AMG, the performance edition of a classic statement in automotive taste, refinement and engineering. Other competitors include the Jaguar XKR convertible, the Lexus SC 430 and the BMW 6 Series cabrio. Of that crowd, only the Mercedes and Cadillac are true two-seaters.

How does Cadillac fare in this company?

Amazingly well. We drove the XLR-V on a round trip from San Diego inland, over the mountains and through parkland to the desert resort town of Borrego Springs, and it proved far more than competent. It is alternately elegant, smooth and inspiring, delighting its driver in dozens of ways and disappointing in none. Well, unless you really can’t get used to its styling, a brashly American statement that emerges from the intersection of an Eldorado, the F-111 Stealth Nighthawk fighter and Luke Skywalker’s X-wing. Regardless, this is one heck of an automobile, and the most fun we’ve had in a Cadillac.
Last year, although its market segment shrank 17 percent, the XLR gained 7 percent in sales, so its share rose from 12 percent in 2004 to 14 percent in 2005. At the same time it topped the J.D. Power APEAL survey for the segment. Now comes the V version, with a powertrain that takes a back seat to no one.

The XLR shares architecture with the Chevrolet Corvette (GM refers to it as its “performance car platform”). The differentiation between performance variants (Z06 and XLR-V), though, is even more starkly defined than the distinction between base models.

In place of the Vette’s 6.0-liter normally aspirated pushrod V8, the Cadillac mounts the 4.4-liter supercharged dohc Northstar SC, a sophisticated and refined engine it shares with the STS-V. Note the SC displaces 200 cc less than the Northstar VVT on which it is based—the bore is a little smaller to keep the block strong enough for the 12 pounds of supercharger boost while maintaining the quiet character demanded in the luxury segment.

2007 GMC Acadia

2007-02-23T07:44:00.000-08:00

Underneath it all lies a chassis built specifically for crossovers, instead of one cobbled together from a minivan. Dubbed “BFI” for “body-frame integral,” the structure offers a low center of gravity, four-wheel independent suspension and rack-and-pinion steering which GM promises will provide a smooth ride with responsive handling. Acadia’s power comes from a 3.6-liter, 267-hp, 247-lb-ft V6 with variable valve timing, linked with a six-speed automatic transmission sending power to the front or all four wheels. That’s enough horsepower to outdo the 2006 MDX and RX 330; however the 2007 RX 350 boosts its own horsepower to 270.

2008 Porsche Cayenne

2007-02-23T07:41:00.000-08:00

The base Cayenne’s V6 grows from 3.2 to 3.6 liters, while the V8-powered S and Turbo models now boast 4.8 liters, up from 4.5. Output increases accordingly, though the extra displacement is only partly responsible.

All three engines get gasoline direct injection (Porsche calls it Direct Fuel Injection), a first for the automaker and a harbinger of the powertrain changes we’ll see later this year when the new 911 bows. DFI involves injecting fuel straight into the combustion chamber, where it mixes with air and produces a cooler charge than is possible with more conventional injection into the air intake port. DFI also allows for more efficient combustion and therefore less emissions and better fuel economy.

On top of DFI, the V8 also employs Porsche’s trademark VarioCam Plus system, which adjusts valve timing and lift during high-load situations, and all but the Turbo use intake manifolds with variable-length runners.

Combined, these changes boost the output in the V6 to 290 hp and 283 lb-ft of torque from 247 hp and 229 lb-ft, whereas the Cayenne S now cranks out 385 hp and 369 lb-ft—with more than 90 percent of that available between 2000 and 6000 revs—up from 340 hp and 310 lb-ft. Porsche claims the V6 Cayenne now runs from 0 to 60 mph in 7.5 seconds, while the S will do the same in 6.4.

The twin-turbocharged 4.8-liter V8 found in the Cayenne Turbo now sports a whopping 500 hp and 516 lb-ft, or 50 more horses and 56 more lb-ft of torque than the outgoing model. Porsche says that’s good for a 4.9-second dash to 60 mph and a top speed of 171 mph.

Fuel economy is up, too, with the V6 getting an EPA estimated 19.6 mpg combined; the S gets 16.5 mpg, the Turbo 15.4. Only the V6 comes standard with a six-speed manual transmission, the standard gearbox for the others being the six-speed Tiptronic automatic (optional on the V6).

Cayennes equipped with the air suspension and Porsche Active Suspension Management (PASM) now have the option of getting the new antiroll system, called Porsche Dynamic Chassis Control. At the heart of PDCC are two active antiroll bars, each with a hydraulic swivel motor that twists to counter body motions. Not only does PDCC allow the Cayenne to corner virtually flat, but it also provides an additional measure of damping over uneven surfaces. In off-road situations, with low range engaged, PDCC also will decouple the antiroll bars to allow for maximum wheel travel.

Old Cars Become Big Business

2007-02-22T23:33:00.000-08:00

In case you haven’t noticed, muscle cars are now big business in America. And not just modern muscle cars like the Saleen and Roush Mustangs. The old originals are racking up big transaction prices at auctions, provided they’re still stock, and they’re commanding six-figure stickers at a com-pany called Unique Performance in Farmers Branch, Texas, where they’re definitely much better than stock.

If there is a Henry Ford of the re-engineered muscle car world, it is Doug Hasty. Hasty, along with partners Chris Layne and Richard Kearby, founded Unique Performance to re-engineer and restore long-neglected muscle car classics and, like Henry Ford, made a successful business of it in the process.

“The car thing was just a hobby,” said Hasty. “We created [the first cars] for our personal use.”

Hasty built a re-creation of the Eleanor GT500E for his daughter, took it to the Shreveport Car Show and wound up getting a call from Carroll Shelby. Yes, that Carroll Shelby.

“Carroll wanted to put the car into a continuation program he was doing,” said Hasty. “He called me a coupla’ times.”

Hasty is an ol’ Texas boy with a thick Texas accent. Sit with him long enough and you’ll get a thick Texas accent, too. Yee-ha.

At first he put off Shelby (imagine that), saying he already had a career. But then he met with the man in Los Angeles and—few can resist Shelby’s charm—signed a contract.

“I called my partners and said, ‘We’re in the business of building cars.’”

2007 Saturn Aura

2007-02-22T23:27:00.000-08:00

When founded as a subsidiary (not a division) of General Motors in 1985, Saturn’s aim was to match Honda and Toyota. From the time it started selling cars in 1990, it never measured up on the product side, though its fresh-approach dealer network captured a vital segment of buyers who had sworn off ever again stepping into a Chevy or any other GM store. Saturn engendered loyalty all out of proportion to the objective merit of its cars.

Now Saturn is in the midst of a product turnaround that promises to match or exceed the Cadillac revival for setting things right. This month it is rolling out the Vue Green Line hybrid; we’ll drive the Sky Red Line soon; the Outlook crossover is coming up; and the core product—a mainstream front-drive family sedan—finally merits comparison with the competition.

That’s right. Our experience with a prototype Aura sedan suggests if it’s not a bull’s-eye centered directly on the Honda Accord and Toyota Camry, it is darned close. When we asked each of the first three passengers invited into the Aura what they thought the car was, they all said, “Acura?” They had, perhaps, misread the name embroidered on the floormats, but they also hadn’t seen anything that said, “Nope, not an Acura.” From the embossed “Moroccan brown” leather to the cast-skin dash top to the console-mounted shifter, most everything the eye sees and the finger touches appears up to snuff.

Though the design resembles the Opel Vectra, when we parked the Aura near a 2005 Accord sedan, the similarity to the Honda design approach was evident. Mind you, that means it isn’t quite as sporty-looking as the Aura concept car that toured the show circuit early this year—it lacks the concept’s oversize wheels, aggressive fender flares and side skirts. Perhaps we’ll find that mean stance in a Red Line version?

The Aura is a handsome car, clean with a bit of jewelry to declare this isn’t the plain-Jane basic transportation that was Saturn’s forte. But Aura really surpasses expectations inside the cabin. This was a worry. Built on the same platform as the Saab 9-3 and Pontiac G6, the Aura also shares underpinnings with the Chevy Malibu, a competent car that needed a hurry-up interior redo and could still stand upgrades.

2007-02-22T07:37:00.000-08:00

With Freightliner’s Business Class M2, versatility is the goal. Every model features an aluminum cab, great interior room and visibility – the perfect platform for any application. When maneuverability and visibility are top priorities, the Business Class M2 106 is the answer. The dramatically sloped hood of the Business Class M2 provides unparalleled visibility and room for engines of up to 350 horsepower.The up to 55 degree wheel cut provides outstanding maneuverability in tight urban situations. The Business Class M2 106 is the true utility player of the family. Available as a truck or tractor, it comes standard with the MBE900 engine and features a chassis that supports an incredible variety of bodies and equipment. Designed for maximum comfort and safety, Business Class M2 trucks are engineered to improve reliability and productivity, giving you the flexibility to meet any job requirement.
Business Class M2 106 Utility Truck Business Class M2 trucks support a wide range of bodies and chassis mounted equipment. With a new multiplex wiring system standard, clear frame rails back of cab and a variety of horizontal and cab mounted exhausts, you can get the configuration you want without erasing the bottom line.

Dependable Power for Your Business
Powered by Mercedes Benz 900 series engines, the Business Class M2 106 delivers the strength and performance you need to maximize productivity day in and day out.

2007 Cadillac Escalade

2007-02-22T07:10:00.000-08:00

Cadillac’s Super Bowl television advertising featured a chrome-on-black 2007 Escalade, glittering center stage on a haute couture runway. It was hardly subtle in its appeal to the bling set: The fashionistas in this “Chrome Couture” ad represent precisely the image-conscious rappers, rockers, athletes, film stars, jet-setters and gangstas the Escalade has attracted since its debut in 1998.

However, as much as the Escalade shines in this spotlight, Cadillac says the rich and famous make up a mere 2 percent of Escalade owners; its bread-and-butter buyers haul kids and groceries, pull trailers and pile on highway miles. They are ordinary folk.

“We love the Hollywood and athlete crowd, but we can’t sell the Escalade as a vehicle just for them,” says Escalade product manager David Schiavone. The Escalade has to be a truck first and an homage to image somewhere further down the priority scale.

It does succeed. In our unscientific yet thoroughly real-world test, this third-generation ’Sclade stands out no matter where it traverses: grocery getting, nights out under bright city lights, cross-state highway runs and slogs through foot-deep mud. We did it all to prove this truck is a truck, even though it wears 22-inch chrome wheels and has plush leather seats and a rear-seat entertainment system.

2007 Saturn Sky

2007-02-22T07:05:00.000-08:00

That high-powered turbocharged Saturn Sky Red Line shown at New York (“Big Time in the Big Apple,” April 17) sounds mighty promising, with 260 hp and 260 lb-ft of torque. Problem is it doesn’t come out until this fall and we haven’t driven it yet. But don’t let that stop you from reaching for the base Sky, which we drove just a few days ago. It shares a basic chassis and powertrain with its Pontiac Solstice fraternal twin but has more standard features as well as slightly softer shocks.

Now hang on, slightly softer can be good. In fact, it had us asking ourselves a very interesting question: Is the more comfortable Sky a better handler, or are we just getting soft ourselves?

After much consideration and lots of driving, we say yes to both. The purpose of a sports car suspension is to keep as much tire on the ground for as long as possible, something the Sky may do better than the Solstice. We have no empirical data to back that up, only a week of driving it around Los Angeles, seeking out empty, twisty roads.

To find empty, twisty roads in Los Angeles meant lots of time late at night on Mulholland Drive. We had to time it so we would be up there after the retired Hollywood moguls had already walked their poodles and gone in to watch Jake and the Fat Man, but not so late that the most recent 14th runner-up on American Idol would wipe us out on his or her way to a newly bought mcmansion.

It was at these times that we were surprised—pleasantly and thoroughly so—by how well the Sky tracks through Mulholland’s third-gear sweepers. Pick a line, ease the wheel over and the Sky sets to it—no undulatory shenanigans as the uneven pavement rolls past underneath.

New Nissan Skyline GT-R

2007-02-22T06:57:00.000-08:00

Nissan is giving the world a big glimpse of its keenly anticipated 2007 Skyline GT-R with this carefully constructed show car. The GT-R PROTO is not a near-production model, though, as the interior is just a blank black panel, and Nissan is providing absolutely no details on the powertrain, suspension, or other critical technical details. Nissan wants to maintain the car's mystique for another two years, since the production car won't debut until the 2007 Tokyo Motor Show. Besides, the GT-R development team is still camped out at the Nürburgring, fine-tuning what is sure to be the most exciting new Nissan to come along in years.

Yet there is plenty to glean from the muscular show car, which features the Skyline GT-R's signature four round taillamps as well as four big-bore mufflers. Shaped as much for aerodynamic efficiency and functionality as for awesome road presence, the GT-R PROTO should whet the appetite and please the masses.

With Nissan insiders under a strict, mafia-like code of omerta (silence), the Tokyo grapevine reports that the 2007 production car will have a twin-turbo V-6 engine displacing about 3.8 liters and producing somewhere between 400 and 500 hp. We hope it will be closer to the latter figure. It also will feature an updated version of Nissan's ATTESA all-wheel-drive system.

Silverado LTZ

2007-02-21T22:57:00.000-08:00

General Motors is introducing its next-generation full size pickup trucks, the 2007 Chevrolet Silverado and GMC Sierra, two trucks that could help lead the General out of its financial doldrums.

GM says the trucks have been redesigned from top to bottom: They have new exterior and interior designs, new engines and new chassis.

The Silverado and Sierra are offered with three cab styles, three cargo box lengths and several suspensions setups. GM hopes the range gives customers more choice when trying to suit their needs, particularly with the heavy duty models.

The Silverado and Sierra light-duty models will arrive in the fourth quarter of 2006. Sierra Denali and Silverado and Sierra heavy duty models will be available in the first quarter of 2007. The heavy duty trucks offer more powerful gas and diesel engines.
The new pickups are sleeker and more aerodynamic, including a 57-degree windshield angle designed to reduce wind noise and improve fuel economy. Tolerances between panels are greatly reduced - including a 50-percent reduction in the space between the cab and cargo box.

In addition to the trucks' three cab designs (regular, extended and crew cab), there are three cargo box lengths, including short (5 foot 8 inches), standard (6 foot 6 inches) and long (8 foot). The pickup boxes have been redesigned with enhanced versatility, increased strength and greater capacity. A one-piece wheelhouse and inner box side adds strength and smoother, more integrated appearance. The boxes are 1.18 inches (30 mm) deeper in the front and 1.57 inches (40 mm) deeper at the rear, with stronger inner walls that offer improved performance when fitted with ladder racks, tool boxes and other accessories. New tailgate designs include locks and torque-rod assist for easier operation. A standard end cap on each tailgate features an integrated spoiler lip that enhances aerodynamics.

2007 BMW X5

2007-02-21T22:49:00.000-08:00

“Don’t think of it as a truck, think of it as a performance machine.” Those are the words of BMW North America boss Tom Purves, and the car he was talking about is BMW’s new X5. And by the way, adds Purves, don’t call the new X5 a sport/utility vehicle, either. It’s a sport/activity vehicle.

Whatever Purves wants it called, this X5 is significantly different from the outgoing model, which stayed in the market essentially unchanged for a whopping seven years. The latest X5 might not look all-new at first glance, but park a new one next to the old one, and you’ll see the new car is longer and wider. Specifically, the wheelbase is up 4.5 inches to 115.5, the total length has grown 7.4 inches to 191.1, while the center of gravity has been lowered slightly. Chassis stiffness is up 15 percent. The end result is a new X5 that drives more like a BMW, offering a better compromise between comfort and handling. Those who felt the old car’s ride was too stiff and the overall feeling too high-effort or trucky will like the changes.

BMW’s plant in Spartanburg, South Carolina, has been and will remain the one source for all X5s sold globally. The area surrounding the plant is where we spent a day trying out the new X5.

Two engines are available, both mated to a six-speed automatic transmission. The six-speed manual previously available with the six-cylinder engine has been dropped. The aluminum 4.8-liter V8 produces 350 hp and 350 lb-ft of torque, while the 3.0-liter inline-six produces 260 hp and 225 lb-ft. BMW says the I6 will power the car to 60 mph in 7.8 seconds and claims 6.4 seconds to 60 mph for the V8. The company figures a 50-50 split between V8 and six-cylinder sales.

BMW had only the V8-powered models available for driving, as the first preproduction batch all had V8s. The front suspension is a double wishbone design; rear is multilink. BMW dropped the strut front suspension because engineers felt ride and handling could be improved upon. The V8 is quick (by SUV standards, at least) and emits a satisfying growl when you get on it.

The X5 rides on fourth-generation run-flat tires. We’ve complained about run-flats on the 3 Series for making the ride too harsh. But BMW engineers were right when they told us the fourth generation on the new X5 wouldn’t beat us up so much. The ride was fine on the freeway, and much of the old X5’s jarring ride has been eliminated. In the twisties around Spartanburg, the handling was pretty much neutral, biased toward understeer. Steering was precise, and the brakes were excellent—exactly what you expect from BMW. A drive in Detroit will tell if the new run-flats really get the job done.

A third-row seat is optional, though we tried it and found it suitable mostly for kids—people more than five feet, six inches tall won’t want to spend too much time back there. Other options include active steering, active roll stabilization, electronic damping control and a rearview camera.

BMW aims to sell about 40,000 X5s a year, roughly 45 percent to women, and hopes to get a few more families interested, thanks mostly to the third-row seat. Prices start at $46,595 for the six-cylinder, $55,195 for the V8.

This is a more competitive SUV—sorry, SAV—than the one it replaces, and with the new Acura MDX, new Mercedes-Benz ML and GL, and Audi Q7, the bar just keeps getting higher.

2007 BMW 335i

2007-02-21T12:51:00.000-08:00

There are two sides to this story. First, there is a coupe version of the latest 3 Series, arriving predictably after the sedan as the latest in a multi-sequel movie franchise. Then there is the subplot: The range-topping 335i coupe is the first BMW with a turbocharged engine in 20 years.

Of the two aspects to this story, BMW’s return to forced induction is probably the headline. Having pioneered street-car turbocharging with the 1974 2002 turbo sedan, BMW gave up on it after the deeply unloved flagship 745i was dropped in 1986. Fitted with a turbo version of the company’s 3.2-liter straight-six, the 745i was infamous for laggy power delivery and excessive thirst. Since then BMW hasn’t been above dropping sniffy comments about those of its rivals who have resorted to forced induction to increase performance, so the 335i is a car with plenty to prove.

From a design standpoint, the 3 Series coupe looks pretty much as you would expect. The previous two generations of the drei coupe sold by the boatload, so BMW has wisely opted not to frighten the horses with anything too radical. That means a slightly wider stance than the sedan and similar front end styling—though if you look hard, you’ll see the hood, headlamps and front fenders are unique to the coupe and the windshield angle is shallower. Xenon lights with BMW’s “Corona light rings” are standard.
That’s right, turbochargers—plural. The 335i goes into the world with not one but two compact turbines. The low-inertia turbos work in parallel, each supplying compressed air to three cylinders, and are designed to eliminate turbo lag. In conjunction with gasoline direct injection, the net result is 300 hp at a relatively low 5800 rpm, accompanied by 300 lb-ft of torque all the way from 1400 to 5000 rpm.

On the move, the flat torque plateau quickly proves itself the 335i’s defining characteristic. It does not feel particularly quick off the mark, but the engine’s smooth manners shine through as it gathers momentum. Turn up the pace, and the engine responds in good humor, feeling more than capable of matching or beating BMW’s official 0-to-60-mph time of 5.3 seconds with a manual, or 5.5 seconds with the smooth six-speed Steptronic auto (that’s not much off the 4.8-second 0-to-62-mph time of the Euro-spec M3). The 335i enjoys more mid-range torque than its M-badged sister, and on the tight roads of the Austrian test route it proved phenomenal at passing slower traffic.

2007 Ford Edge

2007-02-21T12:44:00.000-08:00

Here’s a pun-ishing thought: It is entirely possible that Ford chose the name Edge just to make headline writers freak out. So many choices, what to do? “Ford Edges Into the Future,” “Ford Reaches the Edge,” “Ford Edges Out the Competition,” “Going Over the Edge,” or, for the pessimistic, “The Edge of Night.”

Wordplay aside, we can begin the obligatory second paragraph where we talk about the definition of this new crossover segment. Anybody not heard that one yet? Show of hands? Okay, one guy in America hasn’t heard. Everyone else, skip ahead. Sir, you continue reading.

Crossovers ride on car-based underpinnings with SUV/minivan-looking bodies, thus satisfying the utilitarian need for a minivan without getting the minivan’s massive social stigma. At the same time, crossovers offer a cursory suggestion of off-road ability, thus increasing their utility. Granted, a crossover’s off-road worthiness is limited to nicely graded flat dirt with less than a half-inch of snow, but still. And crossovers usually come with an all-wheel-drive option, usually in the form of a viscous center differential that doesn’t do anything at all 99.99 percent of the time—until the one day a year when it snows and the diff locks up so that your rear wheels help drive the car.

The new photos of 2008 Audi R8

2007-02-21T12:39:00.000-08:00

2007-02-21T09:07:00.000-08:00

Remember the so-called “concept” Volvo C30 and how close it was to the production car? Well, it looks like the Ford-owned Swedish carmaker will play another round of that game with the XC60 concept slated for introduction at the North American International Auto Show in Detroit.

Volvo is positioning the production XC60 as a step up for C30 owners who find a need to carry more cargo, perhaps in the form of a car seat and diaper bag. Volvo promises a vehicle that is “equally sporting and exciting, but with more cargo capacity.” Volvo isn’t talking powertrains yet, but the 3.2-liter inline six found in the S80 and platform-mate Land Rover LR2 seems likely.

Details are scarce at this point, but expect the exterior of the production vehicle to look very similar to the concept when it hits the streets in 2009. Also look for the City Safe braking system to prevent collisions at speeds up to 18.6 mph. When an imminent collision is detected, the system will automatically apply the brakes to scrub off speed before impact.

Videos

2007-02-21T09:01:00.000-08:00

1200HP Corvette

Lambo MURCIELAGO 0/190 MPH !!

2007-02-21T08:56:00.000-08:00

“A thing of beauty is a joy forever.”

And if the thing of beauty can go 175 mph with the top down, so much the better.

We got an early peek at such a thing—the Aston Martin V8 Vantage Roadster set to debut at the Los Angeles auto show—and found that it is not only a thing of beauty from a distance but up close as well.

Viewed from afar, the proportions of the roadster are a little wider in the rear, compared with the coupe, to accommodate the power-retractable soft-top. But from any angle, the car is still sublimely seductive.

With the top down, the panels retreating behind each headrest are not only integrated nicely into the whole as they were on the DB AR1 Zagato Coupe of 2003, but they are actually covered with the same leather trimming the new roadster’s interior.

Design credit for this one goes to Englishman Marek Reichman, who has been design director at Aston Martin for the last year and a half. And what a year and a half it’s been. First thing he did was the highly successful Rapide concept, followed by the C8 Vantage Roadster, the DBS from the new movie Casino Royale and now this. And he’s only 42.To accommodate the top, the Roadster is “slightly, slightly heavier” than the coupe, according to a spokes-man. The powertrain is the same 4.3-liter, 380-hp V8, with the same six-speed transaxle mounted in the rear. Whether the roadster will maintain the coupe’s 49/51 balance is not yet known, but it can’t be far off.

As with the V8, price is another plus here. Based on the differences between the DB9 coupe and convertible, we expect the V8 Vantage Roadster to sticker for about $120,000 to $125,000. Granted, it isn’t right to call any six-figure car a “bargain,” but that price is downright affordable, in a bizarre way.

Can you get one? Not immediately. The car arrives in summer 2007. Depending on how many roadsters Aston Martin makes out of the 3000 V8 Vantages it produces in a year, we in the U.S. could get as many as 840 V8 Vantage Roadsters annually. If that’s the case, you might actually be able to buy one without a terrific wait. And even if you do have to wait, from our first look here, it appears as if that wait would be well worth it.

2007-02-21T08:51:00.000-08:00

Sixty years ago, Italian sports carmaker Maserati teamed up with Italian designer Pinin Farina to produce the first Gran Turismo. Based on a racing chassis, the original Gran Turismo was Maserati’s first road car.
Maserati and Pininfarina will remake history at the coming Geneva motor show with the world premiere of the 2008 Maserati Gran Turismo.
Like its predecessor from 1947, Maserati says the new Gran Turismo should be hailed for its advanced technical features and cutting edge style. The 2+2 will be powered by a 4.2-liter 405-hp V8, linked to the same six-speed automatic transmission Maserati revealed on the Quattroporte at the Detroit show in January. The gearbox’s adaptive control system adjusts the gear shifts to the driver’s style and the conditions.No word on when Gran Turismo goes on sale, or how many copies will be available—just 58 were built in 1947. Expect prices to be somewhere in the $125,000 to $135,000 neighborhood.

2007 LAMBORGHINI MURCIELAGO LP460 ROADSTER

2007-02-21T07:02:00.000-08:00

The Lamborghini Murciélago LP640 was already indefensibly outrageous enough and now this, the LP640 Roadster, with the same svelte body and 640-hp V12 engine but no roof! Mama Mia!

Yes, yes, it is still uncomfortable as hell and awkward to drive and costs more than your first house and your first divorce combined, but what it does do it does soooo magnifico that you don’t even care about its flaws. It’s like owning a supermodel that you can keep in the garage.

But we were only taking photographs. There would be no track testing, no taking it to its claimed 204-mph top speed at Italy’s Nardo high-speed circuit, no using it for luring strumpets. Just a one-afternoon drive and then right back it goes to Lamborghini Orange County with no scratches anywhere.

Sure. This is what we promised ourselves and Lamborghini. But when the photo work was done and we found ourselves going against traffic on relatively empty roadways with many, many lanes in our direction and no cars on them and no O.C. Sheriff’s and well, what could it possibly hurt to bump that E-gear down a couple notches and wail? What? What? So…

Videos

2007-02-21T06:55:00.000-08:00

Bmw e30 with 900hp Engine 3800cm3

Golf GTI 2.0 16V

Yamaha R1 turbo

2007 Maserati Quattroporte Automatic

2007-02-21T06:50:00.000-08:00

No one would complain about a trip to Monte Carlo, but it did seem like a long way to go to test-drive a new automatic transmission. Even if that transmission is attached to the latest Maserati Quattroporte and this year celebrates 50 years since a Maserati driven by Juan Manuel Fangio won the Monaco GP, the first presided over by Princess Grace.

Using the latter as a metaphor to say that the Quattroporte exhibits a blend of the company’s high-performance tradition with regal elegance was a stretch, but Roberto Ronchi, Maserati CEO, was candid on another point. Why did his company wait so long (the Quattroporte debuted at the 2003 Frankfurt auto show) to offer a fully automatic transmission in addition to the oft-criticized semi-automatic DuoSelect, nee Cambiocorsa?

“We have sold around 9000 with the DuoSelect transmission that emphasizes the sportiness of the car,” said Ronchi. “We gained our niche as a sporty sedan because our customers preferred the DuoSelect, but we need the fully automatic transmission to increase our business. The U.S. is our target market, where we estimate that 80 percent of sales will be the automatic. We took over 18 months to develop an automatic because we must keep the sporty nature."

Technical director Jean-Luc Brossard explained that retaining the Quattroporte’s “sportiness” with an automatic transmission was complicated by the 4.2-liter, 400-hp V8’s 7000-rpm redline and a drivetrain layout with a transaxle at the rear for a handling-biased 47/53 front-to-rear weight distribution. The car was designed around the Duo-Select, adapted from Ferrari’s F1 paddle-shift transmission. The full-automatic project entailed more than contracting ZF Friedrichshafen AG to develop a Maserati-specific six-speed automatic that could deal smoothly with the high-revving engine; the car had to be reworked to mount that transmission forward, right behind an engine that itself was also significantly amended.

While horsepower rating, compression ratio and displacement are the same for Duo-Select and automatic versions, the V8 in the latter has been converted from dry sump to wet sump lubrication and has a new air intake system, revised intake cam phasing, modified pistons and a redesigned cylinder head. The cylinder head is painted in traditional Maserati blue, not red. This engine produces a peak 339 lb-ft of torque at 4250 rpm, as opposed to 332 lb-ft at 4500 rpm—the difference looks minor, but the fatter torque curve at low-rpm ranges matters more than peak output.

Curb weight is up about 44 pounds. Top speed drops from 172 mph (276 km/h) to 168 mph (270 km/h), while 0 to 62 mph takes 5.6 seconds, as opposed to 5.2 seconds. The good news is, even though the transmission is now sitting behind the engine, the weight bias is an agile 49/51 front to rear.

2007 CHRYSLER PACIFICA AWD

2007-02-21T06:43:00.000-08:00

Back in early 2003 when Chrysler rolled out the Pacifica, it was such an anomaly on the automotive scene that the folks in Auburn Hills tried to create a new segment for it called “sports tourer.” We all chuckled to ourselves, suggesting that it was as much a station wagon as anything else. But in retrospect, what it really represented was another take on what is now the biggest growth segment in the business: crossovers.

So today, four years after the first Pacifica rolled into showrooms, how does the old boy stack up against the onslaught of crossovers of every style and size running up and down our nation’s highways? Having driven most of what’s offered out there today in the burgeoning crossover segment, from the new Ford Edge to the Infiniti FX45, Pacifica’s formula for a “handsome protector” still works surprisingly well—even better thanks to upgrades in recent years.

Probably the biggest improvement comes in the powertrain, which was always a weak point with the original Pacifica. On paper, the 4.0-liter 255-hp, 265-lb-ft V6 doesn’t gain much over the old 3.5-liter 250-hp, 250-lb-ft V6 that powered Pacifica back in the 2004 model year when it launched. But the engine is far superior in practice, and way more powerful than the base engine, now a 3.8-liter 200-hp, 235-lb-ft V6 that comes standard with the front-wheel-drive Pacifica. The upgrade to a six-speed automatic transmission adds to the powertrain’s newfound prowess to move the 4500-pound Pacifica (a four-speed is standard on the fwd 3.8-liter model). Put it all together with a solid all-wheel-drive system and this Pacifica still merits the short list of crossovers for consideration.

As I was running the car back and forth for several nights during our most recent Midwestern snowstorm, the Pacifica performed flawlessly and never once had me concerned about losing control due to slippery conditions. The thing hauled like a dog sled through deeply snow-covered streets and over icy interstate overpasses, never breaking stride. I found the AutoStick particularly handy to help in maintaining speed in traffic without constantly braking, and to help control the car on snowy back roads.

Pacifica still feels solid as ever, but doesn’t feel quite as heavy as its curb weight suggests. It can get a little ragged in the suspension when pushed, and understeers with regularity, but I’m not sure any of these big crossovers are any better. What I like about Pacifica vs. the competition is that it remains one of few choices (Freestyle, er, Taurus X comes to mind) that starts out low to the ground. That lower center of gravity certainly helps it feel a lot more stable and secure, especially amid the sport/utility carnage on the highway that bad weather usually induces.

If there’s a downside to the Pacifica, it lies in content—or lack thereof. It seems like some of the frills—navi, uplevel upholstery, auto-climate control and some of the sound deadening—may have been stripped out of the Pacifica to save some money. Other than what seems like added road noise, I didn’t really miss most of the missing content, however.

I’m not sure what Chrysler has in the plans for a next-generation Pacifica. The irony is that there may not be a place among the crossovers for one of the vehicles that played a major role in creating and defining the segment. That’d be too bad.