The XC60 five-seat crossover is the first example of a new design language at Volvo: bold and aggressive, yet clearly retaining the company's styling DNA.
With appealing body lines and an upscale interior, Volvo’s upcoming XC60 may attract buyers who never considered the brand. In a special early look at the enticing new compact five-passenger crossover, Volvo asked MSN Autos to come by their headquarters in Sweden to take a sneak peek at the XC60 before its public debut at the 2008 Geneva Motor Show.
Well equipped for battle in the fastest-growing market segment in the world, the 2009 XC60 radiates a critical “it” factor that will draw unbelievers: those who’ve argued that small, useful, safe and sexy could not be done. To our eyes, the XC60 has the boldly athletic styling and lavish, spacious interior needed to compete in the so-called “Small Premium Utility” segment. The competition will be spirited, to say the least. The XC60 is going up against the BMW X3, Lexus RX 350, Acura RDX, the upcoming GLK from Mercedes-Benz and the Q5 from Audi. This is good news for consumers, as the heated European sports sedan market has wrought some of the most exciting cars ever built.
Sexy XC
The XC60 has plenty of sizzle, even when viewed in static pose under the harsh lights of a sterile photo studio. Steve Mattin, chief of Volvo styling and a relatively recent arrival after a ten-year stint at Mercedes-Benz, walked us around the vehicle and explained how he had merged Volvo’s traditional DNA (“Do Not Abandon design traditions”) with a new DNA (“Dramatic New Approach to vehicle design”) in order to create an “emotionally charged design, sleek yet muscular, powerful yet agile.”
The aggressive lines begin at the nose with an enlarged Volvo badge in the trapezoidal grille. “It’s not discreet, not modest,” said Mattin, “but bold and packed with self confidence.” The front fenders sweep back into broad shoulders accentuated by a sculptural undercut, and the sharp vee of the hood merges cleanly into the coupe-like swoop of the roofline. Integrating the roof rails into the roof itself gives the XC60 a particularly low and clean profile for a vehicle with so much utility.
At the rear, new LED taillights flow up through the car’s wide shoulders and into the C-pillar. The third brake light is now integrated into the roof spoiler. This unique treatment is not, however, just a result of designer’s whimsy. As part of the vehicle’s new safety strategies, the entire assembly lights up when the brakes are applied.
Cool From the Inside Out
The XC60’s driving position is upright in the Volvo tradition, with good outward sightlines. The relationship between the seat, pedals and steering wheel can be easily adjusted to accommodate even those at the far ends of the physical scale. “You should feel like a pilot at the controls of a business jet,” said interior designer Jonathan Disley.
The exterior’s sense of energy was brought inside, said Disley, with a technique called “thick to thin, which adds drama by mixing contrasting materials, such as soft, warm, dark panels and hard, cold aluminum inserts.” Newly designed for the XC60, the signature floating center stack is canted about 12 degrees toward the driver to underscore this sense of being at the center of command. Overhead, a panoramic roof opens wide to give the airy interior a greater connection to the outdoors.
Newly contoured seats are covered in leather of contrasting tones and feature a handsome X theme in the stitching. The rear seats are slightly higher than the fronts to give passengers a better view, and, in keeping with the XC60’s role as a utility vehicle, they also fold flat in three different configurations to accommodate various cargo. Even more luggage space is provided in a hidden, under-floor compartment that’s secured with the central locking system.
Interior measurements, as well as its $35,000 projected MSRP, place the XC60 squarely in line with the competition. But few other manufacturers have spent such attention on the interior of a vehicle that presumably will be used more rigorously than just getting groceries. Although it was designed primarily for the street, the XC60’s nine inches of ground clearance and capable four-wheel-drive system give the crossover the credentials to wear its “Cross Country” badge without shame.
Rabu, 30 April 2008
Honda Civic
The 2006 Civic is a new, eighth-generation model with a new platform, new engines and new styling.
The differences between some of the new, eighth-generation Honda cars seem so noticeable, consumers might wonder why Honda didn't put a different name on each one.
The performance-oriented 2006 Civic Si coupe, for example, can feel taut—almost edgy—in its handling, and it's the first Civic with nearly 200 horsepower. The 2006 Honda Civic sedan has a more mainstream ride and has different styling from a Civic coupe at the rear. The 2006 Civic Hybrid provides a new sensation from its predecessor because it now has electric-only power in certain modes.
Yet the lot of them—gasoline-powered sedan, coupe, sporty Si and gasoline-electric hybrid—are all-new Civics. The name, which dates to 1973 in the United States, is much too valuable—too well-known to American consumers—to be frittered away. Indeed, Honda figures that if Civic was a car brand all its own, the annual 300,000 sales would make it the 13th best-selling "brand" in the United States, ahead of Mazda, Kia, Mercury, Cadillac and others.
30-Plus Year History
The 2006 models are the eighth generation of Honda's small car that started life in the States as a little, lightweight, fuel-efficient hatchback. Over time Civics grew bigger and earned a reputation for durability, not to mention affordability. As a result, many consumers came to think of the Civic as a smart buy.
But there was a problem: Civics weren't always described as handsome, upscale or sporty.
Look for this to change with the 2006 models. The new exterior styling is sporty, crisper and richer than ever, even on the Civic sedan. Officials said some of this is due to how tiny the gaps are between the pieces of exterior sheet metal. The smaller these gaps seem to be, the more the unconscious mind views a vehicle as a quality model, one automotive executive—not from Honda—once told me.
Also contributing to a quality, upscale sense is the precise fit of the wheels and tires inside the Civic wheel openings. This is something that BMW officials had perfected in recent years to give their cars a purposeful, attractive stance. Guess what? A Honda official told me the Civic was benchmarked against the previous-generation, pre-2006 BMW 3-Series. No wonder those tire-to-wheel openings are so well done on the new Civic.
Inside any one of the Civic cars, drivers sit behind a new, two-tier instrument panel. Call it a pseudo head-up display (HUD). It doesn't project information onto the windshield glass as a real HUD would. But the proximity to the windshield of the three or so information items up in this top tier of gauges conveys a sensation of HUD, nonetheless. Among the usual information items up there is a digital readout of the vehicle's speed, plus fuel tank gauge and engine temperature gauge. A tachometer and odometer, among other things, are in a more traditionally positioned display at the base of the steering wheel. Honda officials said arranging pertinent information high up helps keep a driver's eyes from straying far from the road. The system also mimics a HUD, which a Honda official noted was expected to become a more prevalent feature on BMWs.
Other improvements inside the Civic include more supportive, wider, front seats, thanks to a slightly wider body on the new car, plus active head restraints for the first time to help minimize whiplash injuries in a rear collision. Side-curtain airbags also are standard on all Civics for the first time. All Civics have seating for five.
Occupants will quickly notice the steeply raked windshield and deep dashboard on the new Civics. This contributes to a sense of spaciousness inside, although the pillars at each side of the windshield are a bit thick at their bases and can obscure side views, particularly at intersections.
An interesting change is the Civic steering wheel. It is small-sized—about the diameter of the one on Honda's racy S2000 roadster. Combined with new, responsive steering and the two-tiered gauge arrangement, a driver at the wheel can feel a bit like he or she operating a video game. Non-video-game players, take note. The initial sensation can feel strange.
Upgraded Ride
The Civic's new platform includes a longer wheelbase and a wider track than the previous Civic had. But most consumers aren't likely to visually notice the new dimensions.
Tires and wheels are larger than before, ranging from 15-inchers on the Civic Hybrid and base sedan and coupe to 17-inchers on the sporty Civic Si. All Civics come with a new anti-lock brake system with Electronic Brake Distribution, but some models still have rear drum brakes, not four-wheel discs.
Other updates include new geometry on the Civic's MacPherson strut front suspension and new-design multi-link double wishbone rear suspension.
There is no all-wheel-drive version of Civic.
Naturally Aspirated 4-Cylinder Engines Only
Honda is the world's largest engine producer, and it continues to eschew turbocharged or supercharged engines for its Civic line, although some competitors, such as the Chevrolet Cobalt and Volkswagen Jetta, offer the 'charged powerplants that can provide zippy get-up-and-go.
Honda prefers to continue to upgrade its use of VTEC, its variable valve technology that is typically tuned to improve responsiveness along a wide rpm range and maximize fuel economy.
Thus the base engine for Civic is a 1.8-liter single overhead cam 4 cylinder with a new generation of i -VTEC. Horsepower is 140, up 10 to 21 percent from the 2005 Civic engines, while maximum torque now is 128 lb-ft at 4300 rpm, up 12 to 16 percent from the predecessor Civics.
Best of all, Civics with this base engine and fitted with a first-ever 5-speed automatic transmission have an estimated fuel economy rating of 30 miles per gallon in city driving and 40 mpg on the highway. The previous best fuel economy rating for a Civic with an automatic transmission was 31/38 mpg for a 2005 model. A 5-speed manual also is available on 2006 Civics, except for the Civic Si, which comes only with a 6-speed manual and no automatic.
The Civic Si's 2.0-liter double overhead cam 4 cylinder with i -VTEC is the most powerful ever for Civic. It generates 197 horses, up 23 percent from the 2005 Civic Si. Torque peaks at 139 lb-ft at 6200 rpm, which is up only 5 percent from its predecessor.
But the fuel economy rating is estimated at 22/31 mpg, showing that the more-powerful new model saps some of the fuel compared with the 26/31 mpg of the previous Si.
Hybrid Improvements
The Civic Hybrid was the first mainstream vehicle to be turned into a gas-electric hybrid, where an electric motor supplements an internal combustion engine. (Toyota's Prius and Honda's Insight hybrids, which preceded the Civic Hybrid, are purpose-built hybrid vehicles, meaning they aren't available with traditional powerplants.)
But it appears the Honda Civic was on the right track. Other hybrid models, such as the Ford Escape Hybrid, Mercury Mariner Hybrid and Lexus RX 400h, that have followed also are versions of traditional models.
For 2006 the Civic Hybrid has a higher fuel economy rating of 50/50 mpg. It also wears a more stylish body, just like all the other Civics. But the hybrid is easy to pick out from the other versions. It's the only one with a stubby, black radio antenna on the roof. Honda officials explained they installed it there to avoid electrical interference with the hybrid's electric power system. The Civic Hybrid also is the only Civic sedan with a standard small spoiler on the trunk, designed to improve aerodynamics.
The hybrid sedan is at least 100 pounds heavier than any other Civic, thanks mostly to its hefty nickel-metal hydride battery pack required to store electrical power during travel. The Civic Hybrid also has additional parts underneath the engine and floor to provide better aerodynamics.
Other differences between the Civic Hybrid and a traditional Civic sedan include a continuously variable transmission that's the sole tranny on the hybrid, and a 10.4-cubic-foot trunk in the hybrid that's smaller than the trunk in a regular Civic sedan. It turns out 1.6 cubic feet is needed for the hybrid power control unit sitting behind the rear seat.
The most notable difference, though, is the power system that Honda calls Integrated Motor Assist, or IMA. Honda pairs a 1.3-liter single overhead cam i -VTEC 4 cylinder with an electric motor to produce 110 horsepower, an increase of 23 percent from the predecessor Civic Hybrid. Maximum torque is 123 lb-ft at a low 2500 rpm.
Honda engineers changed the Civic Hybrid power system for 2006, so the car can cruise solely on electric power in some conditions. This is the same thing that the Toyota Prius, Ford Escape Hybrid, Mercury Mariner Hybrid and Lexus RX 400h can do, and it's viewed as an emission-reducing and fuel-saving mode.
Compact Sales Expected to Decline
An odd thing about the Civic: it debuts in the U.S. market as a new-generation car even while Honda officials expect the compact car segment where the Civic competes to decline in the United States over the next several years.
Specifically, sales of compact cars are expected to fall 11 percent, according to Jon Mendel, senior vice president of auto operations at American Honda Motor Co. Inc. He added that Honda officials optimistically believe Honda will take sales away from other competing models and not experience the full 11 percent decline.
After all, for several years now, the Civic has ranked as America's best-selling small car, and there's nothing in the new model that looks to change that status.
The differences between some of the new, eighth-generation Honda cars seem so noticeable, consumers might wonder why Honda didn't put a different name on each one.
The performance-oriented 2006 Civic Si coupe, for example, can feel taut—almost edgy—in its handling, and it's the first Civic with nearly 200 horsepower. The 2006 Honda Civic sedan has a more mainstream ride and has different styling from a Civic coupe at the rear. The 2006 Civic Hybrid provides a new sensation from its predecessor because it now has electric-only power in certain modes.
Yet the lot of them—gasoline-powered sedan, coupe, sporty Si and gasoline-electric hybrid—are all-new Civics. The name, which dates to 1973 in the United States, is much too valuable—too well-known to American consumers—to be frittered away. Indeed, Honda figures that if Civic was a car brand all its own, the annual 300,000 sales would make it the 13th best-selling "brand" in the United States, ahead of Mazda, Kia, Mercury, Cadillac and others.
30-Plus Year History
The 2006 models are the eighth generation of Honda's small car that started life in the States as a little, lightweight, fuel-efficient hatchback. Over time Civics grew bigger and earned a reputation for durability, not to mention affordability. As a result, many consumers came to think of the Civic as a smart buy.
But there was a problem: Civics weren't always described as handsome, upscale or sporty.
Look for this to change with the 2006 models. The new exterior styling is sporty, crisper and richer than ever, even on the Civic sedan. Officials said some of this is due to how tiny the gaps are between the pieces of exterior sheet metal. The smaller these gaps seem to be, the more the unconscious mind views a vehicle as a quality model, one automotive executive—not from Honda—once told me.
Also contributing to a quality, upscale sense is the precise fit of the wheels and tires inside the Civic wheel openings. This is something that BMW officials had perfected in recent years to give their cars a purposeful, attractive stance. Guess what? A Honda official told me the Civic was benchmarked against the previous-generation, pre-2006 BMW 3-Series. No wonder those tire-to-wheel openings are so well done on the new Civic.
Inside any one of the Civic cars, drivers sit behind a new, two-tier instrument panel. Call it a pseudo head-up display (HUD). It doesn't project information onto the windshield glass as a real HUD would. But the proximity to the windshield of the three or so information items up in this top tier of gauges conveys a sensation of HUD, nonetheless. Among the usual information items up there is a digital readout of the vehicle's speed, plus fuel tank gauge and engine temperature gauge. A tachometer and odometer, among other things, are in a more traditionally positioned display at the base of the steering wheel. Honda officials said arranging pertinent information high up helps keep a driver's eyes from straying far from the road. The system also mimics a HUD, which a Honda official noted was expected to become a more prevalent feature on BMWs.
Other improvements inside the Civic include more supportive, wider, front seats, thanks to a slightly wider body on the new car, plus active head restraints for the first time to help minimize whiplash injuries in a rear collision. Side-curtain airbags also are standard on all Civics for the first time. All Civics have seating for five.
Occupants will quickly notice the steeply raked windshield and deep dashboard on the new Civics. This contributes to a sense of spaciousness inside, although the pillars at each side of the windshield are a bit thick at their bases and can obscure side views, particularly at intersections.
An interesting change is the Civic steering wheel. It is small-sized—about the diameter of the one on Honda's racy S2000 roadster. Combined with new, responsive steering and the two-tiered gauge arrangement, a driver at the wheel can feel a bit like he or she operating a video game. Non-video-game players, take note. The initial sensation can feel strange.
Upgraded Ride
The Civic's new platform includes a longer wheelbase and a wider track than the previous Civic had. But most consumers aren't likely to visually notice the new dimensions.
Tires and wheels are larger than before, ranging from 15-inchers on the Civic Hybrid and base sedan and coupe to 17-inchers on the sporty Civic Si. All Civics come with a new anti-lock brake system with Electronic Brake Distribution, but some models still have rear drum brakes, not four-wheel discs.
Other updates include new geometry on the Civic's MacPherson strut front suspension and new-design multi-link double wishbone rear suspension.
There is no all-wheel-drive version of Civic.
Naturally Aspirated 4-Cylinder Engines Only
Honda is the world's largest engine producer, and it continues to eschew turbocharged or supercharged engines for its Civic line, although some competitors, such as the Chevrolet Cobalt and Volkswagen Jetta, offer the 'charged powerplants that can provide zippy get-up-and-go.
Honda prefers to continue to upgrade its use of VTEC, its variable valve technology that is typically tuned to improve responsiveness along a wide rpm range and maximize fuel economy.
Thus the base engine for Civic is a 1.8-liter single overhead cam 4 cylinder with a new generation of i -VTEC. Horsepower is 140, up 10 to 21 percent from the 2005 Civic engines, while maximum torque now is 128 lb-ft at 4300 rpm, up 12 to 16 percent from the predecessor Civics.
Best of all, Civics with this base engine and fitted with a first-ever 5-speed automatic transmission have an estimated fuel economy rating of 30 miles per gallon in city driving and 40 mpg on the highway. The previous best fuel economy rating for a Civic with an automatic transmission was 31/38 mpg for a 2005 model. A 5-speed manual also is available on 2006 Civics, except for the Civic Si, which comes only with a 6-speed manual and no automatic.
The Civic Si's 2.0-liter double overhead cam 4 cylinder with i -VTEC is the most powerful ever for Civic. It generates 197 horses, up 23 percent from the 2005 Civic Si. Torque peaks at 139 lb-ft at 6200 rpm, which is up only 5 percent from its predecessor.
But the fuel economy rating is estimated at 22/31 mpg, showing that the more-powerful new model saps some of the fuel compared with the 26/31 mpg of the previous Si.
Hybrid Improvements
The Civic Hybrid was the first mainstream vehicle to be turned into a gas-electric hybrid, where an electric motor supplements an internal combustion engine. (Toyota's Prius and Honda's Insight hybrids, which preceded the Civic Hybrid, are purpose-built hybrid vehicles, meaning they aren't available with traditional powerplants.)
But it appears the Honda Civic was on the right track. Other hybrid models, such as the Ford Escape Hybrid, Mercury Mariner Hybrid and Lexus RX 400h, that have followed also are versions of traditional models.
For 2006 the Civic Hybrid has a higher fuel economy rating of 50/50 mpg. It also wears a more stylish body, just like all the other Civics. But the hybrid is easy to pick out from the other versions. It's the only one with a stubby, black radio antenna on the roof. Honda officials explained they installed it there to avoid electrical interference with the hybrid's electric power system. The Civic Hybrid also is the only Civic sedan with a standard small spoiler on the trunk, designed to improve aerodynamics.
The hybrid sedan is at least 100 pounds heavier than any other Civic, thanks mostly to its hefty nickel-metal hydride battery pack required to store electrical power during travel. The Civic Hybrid also has additional parts underneath the engine and floor to provide better aerodynamics.
Other differences between the Civic Hybrid and a traditional Civic sedan include a continuously variable transmission that's the sole tranny on the hybrid, and a 10.4-cubic-foot trunk in the hybrid that's smaller than the trunk in a regular Civic sedan. It turns out 1.6 cubic feet is needed for the hybrid power control unit sitting behind the rear seat.
The most notable difference, though, is the power system that Honda calls Integrated Motor Assist, or IMA. Honda pairs a 1.3-liter single overhead cam i -VTEC 4 cylinder with an electric motor to produce 110 horsepower, an increase of 23 percent from the predecessor Civic Hybrid. Maximum torque is 123 lb-ft at a low 2500 rpm.
Honda engineers changed the Civic Hybrid power system for 2006, so the car can cruise solely on electric power in some conditions. This is the same thing that the Toyota Prius, Ford Escape Hybrid, Mercury Mariner Hybrid and Lexus RX 400h can do, and it's viewed as an emission-reducing and fuel-saving mode.
Compact Sales Expected to Decline
An odd thing about the Civic: it debuts in the U.S. market as a new-generation car even while Honda officials expect the compact car segment where the Civic competes to decline in the United States over the next several years.
Specifically, sales of compact cars are expected to fall 11 percent, according to Jon Mendel, senior vice president of auto operations at American Honda Motor Co. Inc. He added that Honda officials optimistically believe Honda will take sales away from other competing models and not experience the full 11 percent decline.
After all, for several years now, the Civic has ranked as America's best-selling small car, and there's nothing in the new model that looks to change that status.
Lexus IS
he 2006 Lexus IS features crisp, aggressive styling backed up with new suspension and new engines to compete in the entry-luxury sport sedan market.
Last year at the 2004 New York International Auto Show, Lexus promised more style and performance for the next-generation Lexus IS, in direct response to the wishes of existing Lexus owners.
At the same time, Lexus unveiled the LF-C Concept, the third in a series of concept vehicles to showcase a new design direction that Lexus refers to as "L-Finesse." The 2006 Lexus GS that debuted early in 2005 was the first production Lexus with L-Finesse styling, and the new IS embodies even more, well, finesse.
Call it style; call it personality; call it what you will: The new Lexus IS has an edge that the ultraconservative styling of the first-generation IS did not. And that edge carries over into the performance and driving experience.
There's a New Kid in Town
A common critique of Lexus models goes something like this: While they are precisely executed and perfectly functional, most are devoid of any passion or any level of engagement in the driving experience.
Lexus has not taken away any of its hallmark precision and functionality from the IS, but the luxury marque of Toyota has added a level of passion for the driving experience. Beginning with the design, the new IS has an elegant, sharp edge. It's sporty, but not too in-your-face, resulting in a lot more style and attitude than the previous-generation IS.
While longer, wider and offering more interior room than the previous version, the design is also more efficient, achieving a low exterior drag coefficient of only 0.28, which helps improve fuel economy. The impressive aerodynamics include carefully shaped body lines, a subtle ducktail shape to the trunk lid, and even a specially shaped "air kick" element to the upper edge of the taillights.
Looks Good, But How Does It Drive?
With two all-new direct injection V6 engines, the new IS has the performance hardware to back up its sharper style. The IS 250 is powered by a 2.5-liter V6 that delivers 204 horsepower and 185 lb-ft of torque, although at a relatively high 4800 rpm. The IS 250 is available with either a 6-speed manual transmission or a 6-speed automatic. All-wheel drive is offered with the automatic transmission only.
The more powerful IS 350 gets a new 3.5-liter direct-injection V6 that is smooth and strong, delivering 306 horsepower and 277 lb-ft of torque—coupled with a new 6-speed automatic transmission that is perfectly suited to exploit the power of this new engine. Whether shifting manually or leaving it to the software, the performance is excellent.
However, with no 6-speed manual transmission offered in the IS 350 Lexus might lose hard-core sport sedan buyers; both the Infiniti G35 and the BMW 330i offer 6-speed manuals.
Our first driving experience with the 2006 IS was an IS 350 equipped with sport suspension and the 18-inch wheels and tires. The strong 3.5-liter engine delivers crisp acceleration, and the new 6-speed automatic is very smooth. At anything less than full throttle the shifts are nearly imperceptible. Pushing down hard on the accelerator pedal at 60 mph shifts the transmission directly from sixth gear to third gear, propelling the IS to 80 mph in the blink of an eye.
Inside with the windows closed, occupants experience a nearly silent engine, and the idle is so smooth it's difficult to detect whether the engine is running. Outside, however, the direct injection actually makes the engine a little noisier than current Lexus engines. For those who prefer hearing a little more music when the engine is working, a high-performance exhaust system will be offered as an accessory.
The transmission has a sport mode, meaning it can be shifted manually with either the shift lever or paddles positioned behind the steering wheel.
The sport suspension is taut, perhaps a little too stiff for everyday driving, but perfectly suited to the twisty canyon roads. The well-balanced chassis provides predictable handling.
The new front and rear suspension systems are designed to maximize dynamic wheel alignment. In other words, the suspension keeps the wheels pointed in the right direction even under heavy cornering loads. The front suspension utilizes double wishbones with a high-mount upper control arm, combined with a multi-link rear suspension designed to make the IS stable and fun-to-drive.
Vehicle Stability Control (VSC) is standard on all trim levels, and the Vehicle Dynamics Integrated Management (VDIM) system is optional on IS 350. VDIM takes input from a series of sensors and integrates electronic throttle, traction control, ABS, electronic brake force distribution, VSC, and EPS. It is programmed to allow drivers to push the handling limits of the IS before VDIM applies braking, throttle and steering assistance.
The electrically assisted power steering is better than we expected, based on a very short drive we had a few months ago in the GS, which also has electrically assisted power steering. The IS has crisp, precise turn-in with true steering feel and input throughout a corner. The new IS also employs more powerful brakes, which inspire confidence via a consistent, linear feel that is easy to modulate.
We also drove the IS 250 with a 6-speed manual transmission. After driving the IS 350, which is a tough act to follow, the IS 250 felt a little underpowered. In all fairness, we were driving on twisty mountain roads and, based on the high take-up point for the clutch, the car had been driven hard by other journalists during previous press events. In more moderate road conditions and with a little less wear-and-tear the results might have been better. But the engine is rated at 185 lb-ft of torque at 4800 rpm, which is a fairly high engine speed for maximum torque—the torque is probably less at a lower rpm.
The IS 250's suspension is definitely softer than the sport suspension, but it still feels very controlled and predictable—even with a little more movement over bumps and a little more body roll in the corners.
While the automatic transmission in the IS 350 is as good as any we have experienced, the manual transmission in the IS 250 seems a bit vague during gear changes. The shifter feels more like a Camry than a top-level sport sedan.
Interior Styling Includes More Luxury
Lexus is leaning more toward sport than luxury with the IS, using a two-car strategy that positions the ES 330 as the choice for buyers who prefer a higher level of luxury.
On the inside, the 2006 IS still moves slightly more toward the luxury side than its predecessor. Although the interior is not as sporty and unique as it once was, the cabin has a definite style, with the language of the exterior carried throughout, particularly in the door panels and armrests.
The previous-generation IS had chronograph-inspired gauges and center stack. The new IS has more traditionally styled electroluminescent gauges, and the center stack offers a more luxury-car feeling with dual-zone automatic climate control and an optional Mark Levinson Premium Audio System with 300 watts of power and 14 speakers.
Other standard features include push-button start and a tilt/telescope steering wheel, while options include HID headlights, an adaptive front lighting system, Dynamic Radar Cruise Control and heated/ventilated front seats.
Worthy Competitor
Lexus feels they have hit the mark with the new IS, and are ready to challenge the existing players in the near-luxury sport sedan segment. While the previous car was popular with a small group of enthusiast owners, the new IS has style and performance on par with or above the competition.
The IS goes on sale sometime in October, with Lexus projecting annual sales of 40,000—a very aggressive number when compared to sales of less than 1,000 per month for the outgoing version. Pricing will be announced later in the summer.
Last year at the 2004 New York International Auto Show, Lexus promised more style and performance for the next-generation Lexus IS, in direct response to the wishes of existing Lexus owners.
At the same time, Lexus unveiled the LF-C Concept, the third in a series of concept vehicles to showcase a new design direction that Lexus refers to as "L-Finesse." The 2006 Lexus GS that debuted early in 2005 was the first production Lexus with L-Finesse styling, and the new IS embodies even more, well, finesse.
Call it style; call it personality; call it what you will: The new Lexus IS has an edge that the ultraconservative styling of the first-generation IS did not. And that edge carries over into the performance and driving experience.
There's a New Kid in Town
A common critique of Lexus models goes something like this: While they are precisely executed and perfectly functional, most are devoid of any passion or any level of engagement in the driving experience.
Lexus has not taken away any of its hallmark precision and functionality from the IS, but the luxury marque of Toyota has added a level of passion for the driving experience. Beginning with the design, the new IS has an elegant, sharp edge. It's sporty, but not too in-your-face, resulting in a lot more style and attitude than the previous-generation IS.
While longer, wider and offering more interior room than the previous version, the design is also more efficient, achieving a low exterior drag coefficient of only 0.28, which helps improve fuel economy. The impressive aerodynamics include carefully shaped body lines, a subtle ducktail shape to the trunk lid, and even a specially shaped "air kick" element to the upper edge of the taillights.
Looks Good, But How Does It Drive?
With two all-new direct injection V6 engines, the new IS has the performance hardware to back up its sharper style. The IS 250 is powered by a 2.5-liter V6 that delivers 204 horsepower and 185 lb-ft of torque, although at a relatively high 4800 rpm. The IS 250 is available with either a 6-speed manual transmission or a 6-speed automatic. All-wheel drive is offered with the automatic transmission only.
The more powerful IS 350 gets a new 3.5-liter direct-injection V6 that is smooth and strong, delivering 306 horsepower and 277 lb-ft of torque—coupled with a new 6-speed automatic transmission that is perfectly suited to exploit the power of this new engine. Whether shifting manually or leaving it to the software, the performance is excellent.
However, with no 6-speed manual transmission offered in the IS 350 Lexus might lose hard-core sport sedan buyers; both the Infiniti G35 and the BMW 330i offer 6-speed manuals.
Our first driving experience with the 2006 IS was an IS 350 equipped with sport suspension and the 18-inch wheels and tires. The strong 3.5-liter engine delivers crisp acceleration, and the new 6-speed automatic is very smooth. At anything less than full throttle the shifts are nearly imperceptible. Pushing down hard on the accelerator pedal at 60 mph shifts the transmission directly from sixth gear to third gear, propelling the IS to 80 mph in the blink of an eye.
Inside with the windows closed, occupants experience a nearly silent engine, and the idle is so smooth it's difficult to detect whether the engine is running. Outside, however, the direct injection actually makes the engine a little noisier than current Lexus engines. For those who prefer hearing a little more music when the engine is working, a high-performance exhaust system will be offered as an accessory.
The transmission has a sport mode, meaning it can be shifted manually with either the shift lever or paddles positioned behind the steering wheel.
The sport suspension is taut, perhaps a little too stiff for everyday driving, but perfectly suited to the twisty canyon roads. The well-balanced chassis provides predictable handling.
The new front and rear suspension systems are designed to maximize dynamic wheel alignment. In other words, the suspension keeps the wheels pointed in the right direction even under heavy cornering loads. The front suspension utilizes double wishbones with a high-mount upper control arm, combined with a multi-link rear suspension designed to make the IS stable and fun-to-drive.
Vehicle Stability Control (VSC) is standard on all trim levels, and the Vehicle Dynamics Integrated Management (VDIM) system is optional on IS 350. VDIM takes input from a series of sensors and integrates electronic throttle, traction control, ABS, electronic brake force distribution, VSC, and EPS. It is programmed to allow drivers to push the handling limits of the IS before VDIM applies braking, throttle and steering assistance.
The electrically assisted power steering is better than we expected, based on a very short drive we had a few months ago in the GS, which also has electrically assisted power steering. The IS has crisp, precise turn-in with true steering feel and input throughout a corner. The new IS also employs more powerful brakes, which inspire confidence via a consistent, linear feel that is easy to modulate.
We also drove the IS 250 with a 6-speed manual transmission. After driving the IS 350, which is a tough act to follow, the IS 250 felt a little underpowered. In all fairness, we were driving on twisty mountain roads and, based on the high take-up point for the clutch, the car had been driven hard by other journalists during previous press events. In more moderate road conditions and with a little less wear-and-tear the results might have been better. But the engine is rated at 185 lb-ft of torque at 4800 rpm, which is a fairly high engine speed for maximum torque—the torque is probably less at a lower rpm.
The IS 250's suspension is definitely softer than the sport suspension, but it still feels very controlled and predictable—even with a little more movement over bumps and a little more body roll in the corners.
While the automatic transmission in the IS 350 is as good as any we have experienced, the manual transmission in the IS 250 seems a bit vague during gear changes. The shifter feels more like a Camry than a top-level sport sedan.
Interior Styling Includes More Luxury
Lexus is leaning more toward sport than luxury with the IS, using a two-car strategy that positions the ES 330 as the choice for buyers who prefer a higher level of luxury.
On the inside, the 2006 IS still moves slightly more toward the luxury side than its predecessor. Although the interior is not as sporty and unique as it once was, the cabin has a definite style, with the language of the exterior carried throughout, particularly in the door panels and armrests.
The previous-generation IS had chronograph-inspired gauges and center stack. The new IS has more traditionally styled electroluminescent gauges, and the center stack offers a more luxury-car feeling with dual-zone automatic climate control and an optional Mark Levinson Premium Audio System with 300 watts of power and 14 speakers.
Other standard features include push-button start and a tilt/telescope steering wheel, while options include HID headlights, an adaptive front lighting system, Dynamic Radar Cruise Control and heated/ventilated front seats.
Worthy Competitor
Lexus feels they have hit the mark with the new IS, and are ready to challenge the existing players in the near-luxury sport sedan segment. While the previous car was popular with a small group of enthusiast owners, the new IS has style and performance on par with or above the competition.
The IS goes on sale sometime in October, with Lexus projecting annual sales of 40,000—a very aggressive number when compared to sales of less than 1,000 per month for the outgoing version. Pricing will be announced later in the summer.
Subaru Forester
The 2009 Subaru Forester features a clean-sheet body, all-new chassis and suspension, Symmetrical AWD, and two engine choices. Prices range from $19,995 to $28,195.
Small SUVs often ferry people and run errands around town during the week, then hunker down and bounce around the countryside on weekends. With its newly developed DC3 chassis, all-new double wishbone rear suspension and Subaru's famous Symmetrical all-wheel-drive (AWD) system, the Forester rises to this challenge without hesitation. Far from a brute, the Forester provides a quiet, comfortable and refined atmosphere with thoughtful amenities and loads of cargo space.
Trim Choices
More of a wagon when it hit the scene in 1997, the third-generation Forester is all SUV. For 2009 the five-door hatch gets a clean-sheet restyle and an all-new chassis and suspension. The nip-tuck job creates a more truck-like appearance, and slimmer front and rear fascias might reduce the drama of any soft-road adventures.
The Forester is available in five trims: 2.5X, 2.5X Premium, 2.5X L.L. Bean, 2.5XT, and 2.5XT Limited. The big difference is X trims rely on a naturally aspirated 2.5-liter four-cylinder "boxer" (horizontally opposed) engine, while XTs get a turbocharged version of this same mill.
Under the Hood
The base engine is rated at 170 horsepower at 6000 rpm and 170 lb-ft of torque at 4400 rpm. The 2.5-liter four features Subaru's i-Active variable valve lift system, sequential electronic fuel injection and is PZEV emission certified. Fuel economy is rated at 20 mpg city, 26 mpg highway.
The turbocharged powerplant gets a heartier engine block and Subaru's more advanced Active Valve Control System (AVCS). The turbo XT pumps out 224 horsepower at 5200 rpm and 226 lb-ft of torque at 2800 rpm, and checks in with a 19/24 city/highway mpg rating.
Transmission choice affects the type of AWD system offered in the Forester. Vehicles with five-speed manual gearboxes get a continuous AWD system with a viscous-coupling center differential. Foresters with a four-speed auto are outfitted with an active version of Subaru's all-wheel drive, which features an electronically managed, continuously variable hydraulic transfer clutch to send power fore or aft.
Inner Space
The Forester cabin with its clean lines, secure seats, Spartan use of control knobs, and a first-rate gauge cluster is welcoming and comfortable. The Forester driving experience is all about vision. Forward, rearward and to the sides, Subaru has ensured maximum visibility, which translates into a safer, more confident commute.
Among the creature comforts, we were keen on the center console storage bin that features a clever removable section allowing the storage of oversize items. The design of the rear seats, which are rounded at their ends to induce easy entry and exit, also get a thumb's up. Further, the 60/40 split-folding rear seats can be reclined for maximum comfort.
Cargo space is a bone of contention with carmakers, because the SAE measurements don't take the shape of the area into account, meaning the usefulness of vehicle is not reflected in the numbers. Subaru has artfully tucked the '09 Forester's inner-fender wells to enhance capacity, and a back-to-back 'load-off' with its main rivals highlighted the functional shape of the Forester's cargo space.
* Message board: Can the 2009 Subaru Forester compete with top-tier players of the small SUV segment such as the Honda CR-V?
On- and Off-Road
With an effective driveline and stout underpinnings, the Forester easily conquers washed-out fire roads. The suspension pitches enthusiastically to absorb ruts but transfers comparatively little harshness into the cabin.
On the street — where it will spend a vast majority of its time — the Forester proves an excellent dance partner. The Subaru tracks corners well but possesses a bit too much initial sway in the chassis. A slightly soft suspension is often the compromise between off-road and on-road dynamics.
The 170-horsepower engine propels the X trims admirably in most situations. But when asked for immediate passing power, the base engine seems to reach out of its comfort zone. The turbocharged XT is an entirely different story, providing a much more responsive driving experience and an authoritative demeanor with instantly available torque.
Right for You?
Surefooted in dirt and snow and steady-handed for the daily grind, the Forester is a well-rounded vehicle endowed with Subaru's two star attractions — its Symmetrical AWD system and its turbocharged boxer engine. The base X starts at $19,995, and the model line tops out with the XT Limited at $28,195. This wide spread of prices should put the Forester in play for a large range of buyers.
Evan Griffey served as an editor of Turbo & High Tech Performance, a pioneering publication about sport-compact tuning. Today Griffey freelances for Import Tuner, Sport Compact Car, Car Audio and Siphon.
Small SUVs often ferry people and run errands around town during the week, then hunker down and bounce around the countryside on weekends. With its newly developed DC3 chassis, all-new double wishbone rear suspension and Subaru's famous Symmetrical all-wheel-drive (AWD) system, the Forester rises to this challenge without hesitation. Far from a brute, the Forester provides a quiet, comfortable and refined atmosphere with thoughtful amenities and loads of cargo space.
Trim Choices
More of a wagon when it hit the scene in 1997, the third-generation Forester is all SUV. For 2009 the five-door hatch gets a clean-sheet restyle and an all-new chassis and suspension. The nip-tuck job creates a more truck-like appearance, and slimmer front and rear fascias might reduce the drama of any soft-road adventures.
The Forester is available in five trims: 2.5X, 2.5X Premium, 2.5X L.L. Bean, 2.5XT, and 2.5XT Limited. The big difference is X trims rely on a naturally aspirated 2.5-liter four-cylinder "boxer" (horizontally opposed) engine, while XTs get a turbocharged version of this same mill.
Under the Hood
The base engine is rated at 170 horsepower at 6000 rpm and 170 lb-ft of torque at 4400 rpm. The 2.5-liter four features Subaru's i-Active variable valve lift system, sequential electronic fuel injection and is PZEV emission certified. Fuel economy is rated at 20 mpg city, 26 mpg highway.
The turbocharged powerplant gets a heartier engine block and Subaru's more advanced Active Valve Control System (AVCS). The turbo XT pumps out 224 horsepower at 5200 rpm and 226 lb-ft of torque at 2800 rpm, and checks in with a 19/24 city/highway mpg rating.
Transmission choice affects the type of AWD system offered in the Forester. Vehicles with five-speed manual gearboxes get a continuous AWD system with a viscous-coupling center differential. Foresters with a four-speed auto are outfitted with an active version of Subaru's all-wheel drive, which features an electronically managed, continuously variable hydraulic transfer clutch to send power fore or aft.
Inner Space
The Forester cabin with its clean lines, secure seats, Spartan use of control knobs, and a first-rate gauge cluster is welcoming and comfortable. The Forester driving experience is all about vision. Forward, rearward and to the sides, Subaru has ensured maximum visibility, which translates into a safer, more confident commute.
Among the creature comforts, we were keen on the center console storage bin that features a clever removable section allowing the storage of oversize items. The design of the rear seats, which are rounded at their ends to induce easy entry and exit, also get a thumb's up. Further, the 60/40 split-folding rear seats can be reclined for maximum comfort.
Cargo space is a bone of contention with carmakers, because the SAE measurements don't take the shape of the area into account, meaning the usefulness of vehicle is not reflected in the numbers. Subaru has artfully tucked the '09 Forester's inner-fender wells to enhance capacity, and a back-to-back 'load-off' with its main rivals highlighted the functional shape of the Forester's cargo space.
* Message board: Can the 2009 Subaru Forester compete with top-tier players of the small SUV segment such as the Honda CR-V?
On- and Off-Road
With an effective driveline and stout underpinnings, the Forester easily conquers washed-out fire roads. The suspension pitches enthusiastically to absorb ruts but transfers comparatively little harshness into the cabin.
On the street — where it will spend a vast majority of its time — the Forester proves an excellent dance partner. The Subaru tracks corners well but possesses a bit too much initial sway in the chassis. A slightly soft suspension is often the compromise between off-road and on-road dynamics.
The 170-horsepower engine propels the X trims admirably in most situations. But when asked for immediate passing power, the base engine seems to reach out of its comfort zone. The turbocharged XT is an entirely different story, providing a much more responsive driving experience and an authoritative demeanor with instantly available torque.
Right for You?
Surefooted in dirt and snow and steady-handed for the daily grind, the Forester is a well-rounded vehicle endowed with Subaru's two star attractions — its Symmetrical AWD system and its turbocharged boxer engine. The base X starts at $19,995, and the model line tops out with the XT Limited at $28,195. This wide spread of prices should put the Forester in play for a large range of buyers.
Evan Griffey served as an editor of Turbo & High Tech Performance, a pioneering publication about sport-compact tuning. Today Griffey freelances for Import Tuner, Sport Compact Car, Car Audio and Siphon.
Pontiac G8
A new sport sedan from GM’s performance division, the Pontiac G8 will face some heady competition, but may best them all in terms of value.
Once the undisputed bad-boy performance division of General Motors, Pontiac returns to its roots with the G8, a V8-powered, rear-wheel-drive, 5-passenger sport sedan based on the Holden Commodore from GM’s Australian Division. Athletic performance combined with ample passenger room and cargo capacity create a sporty but practical choice for under $30,000. That sticker can include a 361-horsepower 6.0-liter V8 and six-speed automatic, making the Pontiac G8 the performance bargain of 2008.
Two Versions Offered
The first rear-wheel-drive performance sedan from Pontiac in more than 20 years, the G8 is offered in two trim levels. The standard G8 sedan is powered by a 3.6-liter V6 that churns out 256-horsepower and 248 lb-ft of torque and is teamed to a 5-speed automatic. The G8 GT is powered by a 361-horsepower 6.0-liter V8 that produces 385 lb-ft of torque and is paired with a 6-speed automatic transmission and limited-slip differential.
Silver-painted 18-inch aluminum wheels with P245/45R18 all-season tires are standard for the V6 G8, with optional summer performance tires. The G8 GT receives 18-inch machine-faced aluminum wheels with standard summer performance tires and optional all-season tires. The Sports Package for the GT adds 19-inch aluminum wheels, P245/40R19 summer performance tires, sport metallic pedals and a leather-wrapped sport steering wheel.
The same styling is applied to both the standard sedan and GT version, including a dual-port grille, twin hood scoops, projector headlights, front fender vents, aggressive front fascia, and chrome-tipped dual exhaust. The G8 GT adds clear-lens taillights and chrome quad exhaust outlets.
Power to the People
Powered by the 6.0-liter version of GM’s legendary small-block V8, the G8 GT is obviously the big news for performance enthusiasts, but the V6-powered G8 sedan should not be overlooked. GM claims a swift zero-to-60-mph time of around seven seconds for the V6, although that time drops to a claimed 5.3 seconds in the GT. Fuel economy ratings for the 3.6-liter V6 are 17/25 mpg (city/highway), while the 6.0-liter V8 is rated at 15/24.
Driver Shift Control with either automatic transmission allows the driver to select between normal, sport and manual-shift modes. Moving the shifter to the right selects Sport mode and from that position the driver may also manually select the gear.
Inner Space
This new sedan’s interior design is clean and straightforward with logical controls locations, and 4-way adjustable front sport seats providing lateral support for both the seatback and the lower cushion. Heated leather seats are optional for both trim levels, with two-tone black-and-red leather offered in the GT.
The G8 provides generous rear-seat legroom at nearly 40 inches, as well as 17.5 cubic feet of trunk space. The rear seats do not fold, but a large pass-through will accommodate long items such as skis or lumber. Interior storage includes a two-section glove compartment and a center storage bin.
* Message Board: Does the Pontiac G8 have what it takes to challenge the sport sedan competition from Europe and Asia?
On the Road
The G8 features a firmly tuned front multi-link strut-type front suspension and four-link independent rear suspension. This setup works well to control body roll, keeping a flat attitude when cornering and helping maintain a consistent arc through the corners even when encountering surface changes or mid-corner bumps.
With the front seats occupied, the rear-wheel-drive G8 provides nearly a perfect 50/50 weight distribution. For its size and weight — nearly 4,000 pounds with the V8 engine — the G8 is a fun car on twisty, two-lane roads. On freeway surfaces the G8 feels stiff but not harsh.
We found steering response to be direct with the proper level of effort and a precise feel. The G8’s steering rack is located ahead of the front-axle centerline, which GM engineers claim contributes to a more direct steering feel, adding to the balanced feel of the car.
The sweet, small-block V8 and 6-speed automatic work together flawlessly, with nearly imperceptible upshifts and downshifts. We also drove the standard G8, and the 3.6-liter V6 delivers plenty of power and the 5-speed automatic works equally well in this application.
Right for You?
At $29,995 with 361 horsepower on tap from a sweet V8, the G8 GT is the performance bargain of the year. Graced with great suspension and handling to match, the G8 is a practical car that any enthusiast will enjoy. The V6-powered G8 sedan provides an entertaining level of performance and a near identical appearance to the V8-powered GT, making it an attractive option.
Once the undisputed bad-boy performance division of General Motors, Pontiac returns to its roots with the G8, a V8-powered, rear-wheel-drive, 5-passenger sport sedan based on the Holden Commodore from GM’s Australian Division. Athletic performance combined with ample passenger room and cargo capacity create a sporty but practical choice for under $30,000. That sticker can include a 361-horsepower 6.0-liter V8 and six-speed automatic, making the Pontiac G8 the performance bargain of 2008.
Two Versions Offered
The first rear-wheel-drive performance sedan from Pontiac in more than 20 years, the G8 is offered in two trim levels. The standard G8 sedan is powered by a 3.6-liter V6 that churns out 256-horsepower and 248 lb-ft of torque and is teamed to a 5-speed automatic. The G8 GT is powered by a 361-horsepower 6.0-liter V8 that produces 385 lb-ft of torque and is paired with a 6-speed automatic transmission and limited-slip differential.
Silver-painted 18-inch aluminum wheels with P245/45R18 all-season tires are standard for the V6 G8, with optional summer performance tires. The G8 GT receives 18-inch machine-faced aluminum wheels with standard summer performance tires and optional all-season tires. The Sports Package for the GT adds 19-inch aluminum wheels, P245/40R19 summer performance tires, sport metallic pedals and a leather-wrapped sport steering wheel.
The same styling is applied to both the standard sedan and GT version, including a dual-port grille, twin hood scoops, projector headlights, front fender vents, aggressive front fascia, and chrome-tipped dual exhaust. The G8 GT adds clear-lens taillights and chrome quad exhaust outlets.
Power to the People
Powered by the 6.0-liter version of GM’s legendary small-block V8, the G8 GT is obviously the big news for performance enthusiasts, but the V6-powered G8 sedan should not be overlooked. GM claims a swift zero-to-60-mph time of around seven seconds for the V6, although that time drops to a claimed 5.3 seconds in the GT. Fuel economy ratings for the 3.6-liter V6 are 17/25 mpg (city/highway), while the 6.0-liter V8 is rated at 15/24.
Driver Shift Control with either automatic transmission allows the driver to select between normal, sport and manual-shift modes. Moving the shifter to the right selects Sport mode and from that position the driver may also manually select the gear.
Inner Space
This new sedan’s interior design is clean and straightforward with logical controls locations, and 4-way adjustable front sport seats providing lateral support for both the seatback and the lower cushion. Heated leather seats are optional for both trim levels, with two-tone black-and-red leather offered in the GT.
The G8 provides generous rear-seat legroom at nearly 40 inches, as well as 17.5 cubic feet of trunk space. The rear seats do not fold, but a large pass-through will accommodate long items such as skis or lumber. Interior storage includes a two-section glove compartment and a center storage bin.
* Message Board: Does the Pontiac G8 have what it takes to challenge the sport sedan competition from Europe and Asia?
On the Road
The G8 features a firmly tuned front multi-link strut-type front suspension and four-link independent rear suspension. This setup works well to control body roll, keeping a flat attitude when cornering and helping maintain a consistent arc through the corners even when encountering surface changes or mid-corner bumps.
With the front seats occupied, the rear-wheel-drive G8 provides nearly a perfect 50/50 weight distribution. For its size and weight — nearly 4,000 pounds with the V8 engine — the G8 is a fun car on twisty, two-lane roads. On freeway surfaces the G8 feels stiff but not harsh.
We found steering response to be direct with the proper level of effort and a precise feel. The G8’s steering rack is located ahead of the front-axle centerline, which GM engineers claim contributes to a more direct steering feel, adding to the balanced feel of the car.
The sweet, small-block V8 and 6-speed automatic work together flawlessly, with nearly imperceptible upshifts and downshifts. We also drove the standard G8, and the 3.6-liter V6 delivers plenty of power and the 5-speed automatic works equally well in this application.
Right for You?
At $29,995 with 361 horsepower on tap from a sweet V8, the G8 GT is the performance bargain of the year. Graced with great suspension and handling to match, the G8 is a practical car that any enthusiast will enjoy. The V6-powered G8 sedan provides an entertaining level of performance and a near identical appearance to the V8-powered GT, making it an attractive option.
Chevrolet Cobalt SS
At $22,995 the Cobalt SS is a lot of bang for the buck. More than a straight-line charger, the SS has a level of refinement that will appeal to a broad spectrum of drivers.
The Cobalt SS pours fuel on the fire that is youth. The car hits the high notes in styling, amenities and price, but offers balance that few other entry-level performance cars can attain. The Cobalt SS delivers a swift kick in the rear when the hammer drops but reacts almost instinctively as the g-forces climb. The more we drove the SS, the more it’s under-$23K sticker seemed like a misprint.
Trim Choices
The SS, developed by GM’s Performance Division (GMPD), is the top of the Cobalt food chain. One of the more attractive shapes in the sport compact segment, the SS version of the Cobalt is offered only as a two-door coupe for 2008. The General plans to add a four-door variant in ’09, which should broaden the car’s appeal.
Standard is a specially developed, short-throw 5-speed manual transmission from GM Sweden. Also standard are 18-inch wheels, sport seats with suede-like inserts, and four-wheel disc brakes featuring Brembo calipers and vented rotors up front.
Under the Hood
The turbocharged Ecotec engine bumps output by 55 horsepower compared to the previous supercharged version of the Cobalt SS. The 2.0-liter plant features a Borg Warner twin-scroll turbo, direct injection, coil-on-plug ignition and variable valve timing. This force-fed mill pumps out a prodigious 260 horsepower at 5300 rpm, and 260 lb-ft of torque at 2000 rpm.
GMPD took an innovative approach to the gutsy four-cylinder. Instead of tuning to a prescribed boost level, the ECU targets a constant torque number using a variable boost strategy. Ambient air temperature and absolute air pressure are two of the main tuning parameters. So on a cool night with dense air the turbo may only need to produce 13 psi to hit the mark. But on a hot summer day it will unleash up to 21 psi in its efforts to deliver the goods.
Inner Space
For the most part the SS cockpit is clean and logically laid out. The cluster is easy to read, and GM added an integrated A-pillar-mounted boost gauge and steering-wheel-mounted buttons for the audio system and cruise control.
For the new SS, GM designed its own seats but we prefer the previous Recaros. The new buckets don’t let you settle into the seat cushion. The seats and door panels can be accented by either Ebony, Light Gray, or Victory Red trim. The shifter is slick with shorter throws than the tranny from the supercharged version.
On the Road
The SS is one of those two-faced propositions that can be a competent commuter one moment and a tire-shredding thrill ride the next. The car’s FE5 sport suspension does yeoman’s work taming road irregularities and providing a civilized ride. Ask the turbo for boost, however, and the SS’s underpinnings can effortlessly keep pace in the hills or on the track.
The suspension gets help from GM’s multi-faceted traction control that provides two innovative features. First is launch control, which allows the driver to floor the accelerator and then release the clutch in a normal fashion. The ECU holds engine revs at 5100 rpm, generating an aggressive launch despite the pedestrian pedal work. * Message board: Will this turbocharged Cobalt catch on faster than the previous supercharged version?
Once on the rampage, the car can be “no-lift shifted.” The driver works the clutch like a normal speed shift, but you can do this while keeping your right foot buried on the accelerator. The SS responds by electronically interrupting the throttle, the results being quick shifts accompanied by an authoritative exhaust pop and a slight tire chirp. Best of all, this behavior is covered under warranty.
Unleashed on the Buttonwillow road course near Bakersfield, California, we were impressed with the SS’s intuitive traction control system which would pulse the rear brakes to resist the understeer we were purposely trying to induce. Instead of plowing like many front-wheel-drive machines, the SS rotated at the apex and looked for open track. This is one seriously fun ride.
Right for You?
The Cobalt’s appeal to youthful lead-foots will be its striking design, impressive power numbers, and the technology GM has invested in the sleek turbo coupe. But it’s the SS’s overall refinement that will be the key to appeal beyond its boy-racer, 18-to-25 age demographic.
A big part of the Cobalt SS’s magic is its ability to generate 130 horsepower-per-liter yet yield 30-mpg highway performance. This have-your-cake-and-eat-it quality should ping the target audience radar. Anyone foraging in the $23,000 range and looking to tickle their adrenal glands would do well to put the free-revving 260-horsepower Cobalt SS on their test drive list, giving the car a chance to sell itself.
Evan Griffey served as an editor of Turbo & High Tech Performance, a pioneering publication about sport-compact tuning. Today Griffey freelances for Import Tuner, Sport Compact Car, Car Audio and Siphon.
The Cobalt SS pours fuel on the fire that is youth. The car hits the high notes in styling, amenities and price, but offers balance that few other entry-level performance cars can attain. The Cobalt SS delivers a swift kick in the rear when the hammer drops but reacts almost instinctively as the g-forces climb. The more we drove the SS, the more it’s under-$23K sticker seemed like a misprint.
Trim Choices
The SS, developed by GM’s Performance Division (GMPD), is the top of the Cobalt food chain. One of the more attractive shapes in the sport compact segment, the SS version of the Cobalt is offered only as a two-door coupe for 2008. The General plans to add a four-door variant in ’09, which should broaden the car’s appeal.
Standard is a specially developed, short-throw 5-speed manual transmission from GM Sweden. Also standard are 18-inch wheels, sport seats with suede-like inserts, and four-wheel disc brakes featuring Brembo calipers and vented rotors up front.
Under the Hood
The turbocharged Ecotec engine bumps output by 55 horsepower compared to the previous supercharged version of the Cobalt SS. The 2.0-liter plant features a Borg Warner twin-scroll turbo, direct injection, coil-on-plug ignition and variable valve timing. This force-fed mill pumps out a prodigious 260 horsepower at 5300 rpm, and 260 lb-ft of torque at 2000 rpm.
GMPD took an innovative approach to the gutsy four-cylinder. Instead of tuning to a prescribed boost level, the ECU targets a constant torque number using a variable boost strategy. Ambient air temperature and absolute air pressure are two of the main tuning parameters. So on a cool night with dense air the turbo may only need to produce 13 psi to hit the mark. But on a hot summer day it will unleash up to 21 psi in its efforts to deliver the goods.
Inner Space
For the most part the SS cockpit is clean and logically laid out. The cluster is easy to read, and GM added an integrated A-pillar-mounted boost gauge and steering-wheel-mounted buttons for the audio system and cruise control.
For the new SS, GM designed its own seats but we prefer the previous Recaros. The new buckets don’t let you settle into the seat cushion. The seats and door panels can be accented by either Ebony, Light Gray, or Victory Red trim. The shifter is slick with shorter throws than the tranny from the supercharged version.
On the Road
The SS is one of those two-faced propositions that can be a competent commuter one moment and a tire-shredding thrill ride the next. The car’s FE5 sport suspension does yeoman’s work taming road irregularities and providing a civilized ride. Ask the turbo for boost, however, and the SS’s underpinnings can effortlessly keep pace in the hills or on the track.
The suspension gets help from GM’s multi-faceted traction control that provides two innovative features. First is launch control, which allows the driver to floor the accelerator and then release the clutch in a normal fashion. The ECU holds engine revs at 5100 rpm, generating an aggressive launch despite the pedestrian pedal work. * Message board: Will this turbocharged Cobalt catch on faster than the previous supercharged version?
Once on the rampage, the car can be “no-lift shifted.” The driver works the clutch like a normal speed shift, but you can do this while keeping your right foot buried on the accelerator. The SS responds by electronically interrupting the throttle, the results being quick shifts accompanied by an authoritative exhaust pop and a slight tire chirp. Best of all, this behavior is covered under warranty.
Unleashed on the Buttonwillow road course near Bakersfield, California, we were impressed with the SS’s intuitive traction control system which would pulse the rear brakes to resist the understeer we were purposely trying to induce. Instead of plowing like many front-wheel-drive machines, the SS rotated at the apex and looked for open track. This is one seriously fun ride.
Right for You?
The Cobalt’s appeal to youthful lead-foots will be its striking design, impressive power numbers, and the technology GM has invested in the sleek turbo coupe. But it’s the SS’s overall refinement that will be the key to appeal beyond its boy-racer, 18-to-25 age demographic.
A big part of the Cobalt SS’s magic is its ability to generate 130 horsepower-per-liter yet yield 30-mpg highway performance. This have-your-cake-and-eat-it quality should ping the target audience radar. Anyone foraging in the $23,000 range and looking to tickle their adrenal glands would do well to put the free-revving 260-horsepower Cobalt SS on their test drive list, giving the car a chance to sell itself.
Evan Griffey served as an editor of Turbo & High Tech Performance, a pioneering publication about sport-compact tuning. Today Griffey freelances for Import Tuner, Sport Compact Car, Car Audio and Siphon.
Jaguar XF
Monday, March 10, is the day for leaping-cat devotees, as Jaguar’s sleek, new XF sedan officially hits showroom floors. Luxurious and spacious for its class, the XF contains a melodic V8, handles extremely well and, in the sheet-metal flesh, is gorgeous.
Its muscular looks may not evoke any particular Jaguar, but the fresh, modern take on the marque arrives with packaging and safety benefits that go with a clean-sheet design. If you’ve ever admired the qualities that Jaguar’s cars exude — grace, space and pace — the new XF will not disappoint.
Sharp New Suit
The rear-wheel-drive, 4-door, 5-seat XF will arrive in three trim choices: Luxury, Premium Luxury and Supercharged. The standard equipment list is lengthy, including 18-inch wheels, electrically adjustable steering column and leather front seats, side and side-curtain airbags, automatic speed limiter, a tire-pressure-monitoring system, rear parking assist and an electronic parking brake. Options will include ventilated seats, a blind-spot-monitoring system and adaptive cruise control. The XF’s front wishbone and rear multilink suspension uses components refined from the nimble Jaguar XK coupe, and the XF’s sleek profile even matches the windshield and backlight angle of Jag’s lithe 2-door. Along with added content, the Supercharged (S/C) version of the XF provides a firmer, electronically controlled adaptive suspension, larger brakes and standard 20-inch wheels to complement its sporting mission.
Same V8, New Soundtrack
In the U.S., motivational choices will be between Jaguar’s normally aspirated (300-horsepower) or supercharged (420-horsepower) 4.2-liter V8 engine. Extensive efforts were applied to tune out discordant mechanical sounds that might emanate from beneath the XF’s rippled hood, leaving a restrained and melodic V8 soundtrack to permeate the cabin. Hushed at a sedate pace, when given the cane the V8 purrs in a truly inspirational tone. The S/C model ups the volume and urgency of the melody, in a still pleasing but more authoritative baritone. Both V8 engines are paired with a 6-speed automatic transmission, and the drive mode is selected via a rotary knob that rises from the center console upon ignition. Manual gear control is available via standard, steering-wheel-mounted paddle shifters, though an impressively intuitive and entertaining Sport program is available in full automatic mode. An adjustable and defeatable traction/stability-control system is standard — including a Winter mode for slick conditions.
Inner Space
Both brighter and friendlier than its German rivals, the XF has a clean and modern interior, with an expansive use of aluminum and tastefully understated wood accents. Storage space is plentiful, with a functional center console, oversize cupholders, large storage pockets in each door and pockets on the backs of the front seats. Though uncluttered, the XF’s cabin offers an array of standard tech amenities, including Bluetooth phone syncing, touch-screen display and full iPod integration. Cool, phosphor-blue ”halo” lighting accents the XF’s switch gear, and hard buttons for the most frequently used controls (climate, audio) sensibly complement the intuitive touch-screen. A 9-speaker, 320-watt sound system is standard. The available 14-speaker, 440-watt Bowers & Wilkins surround-sound setup is one of the finer audio systems ever offered from a manufacturer.
The XF’s inviting cabin is spacious enough to keep clients or even in-laws happy, and it's richly appointed leather seating and cutting-edge interior should help you feel wealthy no matter where your commute ends. On all XFs, the rear seatbacks can be folded down, increasing the already impressive space in the 17.1-cubic-foot trunk. On the Road
Jaguar claims the XF’s new chassis is the stiffest in its class, and the crisp platform allows for supple suspension tuning. No matter how much the road contorts, the XF handles surprisingly well.
The normally aspirated model is more pleasantly tuned for potholes and everyday commutes, while still exhibiting succinct body control when given its head on country roads. The S/C version is decidedly firm in terms of suspension settings, and on more entertaining lanes stays planted and flat, exhibiting very little body roll. Around town, considering its 20-inch wheels and low-profile rubber, the S/C model still provides impressive compliance.
The XF’s steering strikes a most livable balance between feedback and control effort. Though lighter than the Teutonic competition, it gives up little in terms of precision. Combined with accurate steering, the upside of the stiff chassis and deft suspension tuning is a machine that soaks up road imperfections around town, yet seems to lose 1,000 pounds when the road begins to twist. Don’t let the looks fool you — the XF’s voluptuous shell caches an innately athletic package.
Sweet Sticker
Deep résumés don’t come cheap, but pricing on the new XF is shrewd and competitive. The well-appointed Luxury version deftly slides under the $50K mark ($49,975, including destination and delivery charges). The extensively optioned S/C version arrives at $62,975. Few cars, at any price point, hit the sweet spot of stunning looks with moves to match. With the solid, swift and sleek new XF, it looks like Jag has a winner on its hands.
A Boston native covering motorsports and consumer electronics for the past 17 years, Paul Seredynski has been the Editor of Sportbike magazine, press officer for Kawasaki's World Superbike Team, Senior Editor at VIDEO magazine, and Leader of Automotive Media Relations for Porsche Cars North America.
In the market for a new car? MSN Autos is pleased to provide you with information and services designed to save you time, money and hassle. Click to research prices and specifications on any new car on the market or get a free price quote through MSN Autos' New-Car Buying Service.
Its muscular looks may not evoke any particular Jaguar, but the fresh, modern take on the marque arrives with packaging and safety benefits that go with a clean-sheet design. If you’ve ever admired the qualities that Jaguar’s cars exude — grace, space and pace — the new XF will not disappoint.
Sharp New Suit
The rear-wheel-drive, 4-door, 5-seat XF will arrive in three trim choices: Luxury, Premium Luxury and Supercharged. The standard equipment list is lengthy, including 18-inch wheels, electrically adjustable steering column and leather front seats, side and side-curtain airbags, automatic speed limiter, a tire-pressure-monitoring system, rear parking assist and an electronic parking brake. Options will include ventilated seats, a blind-spot-monitoring system and adaptive cruise control. The XF’s front wishbone and rear multilink suspension uses components refined from the nimble Jaguar XK coupe, and the XF’s sleek profile even matches the windshield and backlight angle of Jag’s lithe 2-door. Along with added content, the Supercharged (S/C) version of the XF provides a firmer, electronically controlled adaptive suspension, larger brakes and standard 20-inch wheels to complement its sporting mission.
Same V8, New Soundtrack
In the U.S., motivational choices will be between Jaguar’s normally aspirated (300-horsepower) or supercharged (420-horsepower) 4.2-liter V8 engine. Extensive efforts were applied to tune out discordant mechanical sounds that might emanate from beneath the XF’s rippled hood, leaving a restrained and melodic V8 soundtrack to permeate the cabin. Hushed at a sedate pace, when given the cane the V8 purrs in a truly inspirational tone. The S/C model ups the volume and urgency of the melody, in a still pleasing but more authoritative baritone. Both V8 engines are paired with a 6-speed automatic transmission, and the drive mode is selected via a rotary knob that rises from the center console upon ignition. Manual gear control is available via standard, steering-wheel-mounted paddle shifters, though an impressively intuitive and entertaining Sport program is available in full automatic mode. An adjustable and defeatable traction/stability-control system is standard — including a Winter mode for slick conditions.
Inner Space
Both brighter and friendlier than its German rivals, the XF has a clean and modern interior, with an expansive use of aluminum and tastefully understated wood accents. Storage space is plentiful, with a functional center console, oversize cupholders, large storage pockets in each door and pockets on the backs of the front seats. Though uncluttered, the XF’s cabin offers an array of standard tech amenities, including Bluetooth phone syncing, touch-screen display and full iPod integration. Cool, phosphor-blue ”halo” lighting accents the XF’s switch gear, and hard buttons for the most frequently used controls (climate, audio) sensibly complement the intuitive touch-screen. A 9-speaker, 320-watt sound system is standard. The available 14-speaker, 440-watt Bowers & Wilkins surround-sound setup is one of the finer audio systems ever offered from a manufacturer.
The XF’s inviting cabin is spacious enough to keep clients or even in-laws happy, and it's richly appointed leather seating and cutting-edge interior should help you feel wealthy no matter where your commute ends. On all XFs, the rear seatbacks can be folded down, increasing the already impressive space in the 17.1-cubic-foot trunk. On the Road
Jaguar claims the XF’s new chassis is the stiffest in its class, and the crisp platform allows for supple suspension tuning. No matter how much the road contorts, the XF handles surprisingly well.
The normally aspirated model is more pleasantly tuned for potholes and everyday commutes, while still exhibiting succinct body control when given its head on country roads. The S/C version is decidedly firm in terms of suspension settings, and on more entertaining lanes stays planted and flat, exhibiting very little body roll. Around town, considering its 20-inch wheels and low-profile rubber, the S/C model still provides impressive compliance.
The XF’s steering strikes a most livable balance between feedback and control effort. Though lighter than the Teutonic competition, it gives up little in terms of precision. Combined with accurate steering, the upside of the stiff chassis and deft suspension tuning is a machine that soaks up road imperfections around town, yet seems to lose 1,000 pounds when the road begins to twist. Don’t let the looks fool you — the XF’s voluptuous shell caches an innately athletic package.
Sweet Sticker
Deep résumés don’t come cheap, but pricing on the new XF is shrewd and competitive. The well-appointed Luxury version deftly slides under the $50K mark ($49,975, including destination and delivery charges). The extensively optioned S/C version arrives at $62,975. Few cars, at any price point, hit the sweet spot of stunning looks with moves to match. With the solid, swift and sleek new XF, it looks like Jag has a winner on its hands.
A Boston native covering motorsports and consumer electronics for the past 17 years, Paul Seredynski has been the Editor of Sportbike magazine, press officer for Kawasaki's World Superbike Team, Senior Editor at VIDEO magazine, and Leader of Automotive Media Relations for Porsche Cars North America.
In the market for a new car? MSN Autos is pleased to provide you with information and services designed to save you time, money and hassle. Click to research prices and specifications on any new car on the market or get a free price quote through MSN Autos' New-Car Buying Service.
Sabtu, 26 April 2008
Rolls-Royce Corniche
After Hugh Jim won the Big Kahuna Lotto, he was in the market for a droptop. He bought a big one. A really big one.
Tan over navy blue. That's all they had. Hugh Jim Bissell was irked. He'd wanted the Sherwood Green exterior, the Wild-berry convertible top, and the Pimento seats. Rolls-Royce was fresh out of that combination.
"Sir," said the patient salesman, "there will be fewer than 250 Corniche convertibles in all the world this year. But we can custom-build anything you wish."
Big deal. Hugh Jim Bissell couldn't wait, and he didn't much like the salesman any-way. The man had a peculiar accent and some sort of pansy name: Crispin Pemberton-Piggott, for cryin' out loud, with a hyphen and everything, which, Hugh Jim guessed, meant he'd probably been fathered by two uncles overseas, possibly in Oregon.
"Okey-doke, I'll take 'er," Hugh Jim quickly agreed on the phone, "but you gotta, like, deliver it this mornin'. I'm doin' all these, whatchacallit, press-con-ference thingies. Might be talkin' with Montel."
The press conferences had to do with the Big Kahuna Lotto, which Hugh Jim had won Thursday night, after 17 years of purchasing one-dollar scratch-and-sniff tickets. Hugh Jim knew he'd won straight away. His ticket smelled like a pineapple. After the state had taken its 49-percent cut, Hugh Jim was left with a large cardboard check for $376,090. And, boy oh boy, was that ever a funny coincidence. When Hugh Jim told Pemberton-Piggott that he wanted Rolls-Royce's most expensive model, the thing turned out to cost $376,090. "Must be livin' right or somethin'," Hugh Jim commented.
"The Corniche is our first all-new convertible in three decades," informed Pemberton-Piggott on the phone, sounding proud, as if his wife had just given birth or some-thing. "Descended from the Bentley Continental and Azure, but with Seraphesque styling. I'm sure you'll agree, it summons the Côte d'Azur, with la Grande Corniche clinging to the Alpes Maritimes— provence magnifique—between Nice and Monte Carlo."
"I had a Monte Carlo once," replied Hugh Jim, wondering whether the salesman might be suffering an undiagnosed speech impediment. "But I gotta tell ya, nobody called it a Cornish hen or whatever. It had a busted shock, liked to broke my bladder." Hugh Jim bit into his day's third Hostess HoHo.
When Pemberton-Piggott arrived, even Hugh Jim was flabbergasted by the Corniche's size, by its colossal stateliness. The thing was nearly 18 feet long and weighed 6080 pounds—as heavy as the only other vehicle he'd ever coveted: a yellow Hummer.
Unbidden, Pemberton-Piggott launched into what he called a "delivery demonstration," which turned out to be a good thing because Hugh Jim couldn't locate the ignition switch. Several of his neigh-bors assembled. For the first time, they were hushed and reverent, like the time his brother Irvel's Lawn-Boy threw half a mulching blade through Naomi Wulruud's bathroom window, her still on the throne and all.
"Sweet baby Jesus, just look at them carpets!" exclaimed Hugh Jim, who quickly shed his high-tops to drag his bare toes through the deep-pile Wilton lamb's wool. "This is like, what, a major shag right here?"
"Sir, you might also notice the delectable fragrance of the hand-stitched Connolly hides," instructed Pemberton-Piggott, who then pointed to what he called "the subtle cross-banded boxwood inlays in optional burled walnut, tulip wood, birds-eye maple, light bur oak, and . . ."
"Ever work with pine?" Hugh Jim interrupted. " 'Cause it's easier to get them knots outta there, like you got all over the dashboard right here next to . . . son of Betty Crocker's goat, the hell's this?" Hugh Jim pointed threateningly at the plastic Alpine radio. "Damned if I didn't have me one of them in my conversion van," he sputtered, " 'cept only Naomi could make heads 'r tails of that sucker, on account of she took all that computerin' over there to night school."
"Mr. Bissell, sir, please, if I may have the pleasure of your company during a brief demonstration drive," said Pemberton Piggott, as if anxious to change the subject. Hugh Jim grabbed a spare HoHo, and Naomi Wulruud leapt into the back seat without the benefit of an open door.
Der Neue Rolls-Royce
Designed in England and engineered in Germany, it's long on torque and short on recent history.
BY RAY HUTTON
Here is the first Rolls-Royce to be produced by its new owner, BMW, since the break with Volkswagen-owned Bentley. It's an intriguing German interpretation of the most famous of British cars. (Oddly enough, its name wouldn't be revealed until January, after we'd gone to press.)
We were given a close look recently at Rolls-Royce's new showpiece plant at Goodwood in Sussex, near England's south coast. Our first reaction to "der neue Rolls-Royce," as we were ushered into a plain white room and the covers were removed, was: They don't make cars like this anymore. It could only be a Rolls-Royce, but it's as if the last several generations of cars had been lost and forgotten. This is the return of the "early perpendicular Rolls-Royce" — tall, with a huge vertical grille like a Kenworth truck's, a long hood, and a body line that rises majestically toward the front. The trend of modern cars has been toward wedge shapes, with the windshield pushed forward; Rolls-Royce engineers laugh and say that their styling, inspired by the Phantoms and Silver Clouds of the past, is "cab backward."
The Roller's closest competitor, the short-wheelbase Maybach 57, has the look of an enlarged and emboldened Mercedes S-class. But in BMW's case, there is absolutely no danger that the Rolls-Royce will be confused with the 7-series, even if — as with the Maybach and parent Mercedes — BMW's top models provide much of its technology.
You won't find much hardware that is actually shared by Rolls-Royce and BMW. Project Rolls-Royce started early in 1999 with a team of five designers working in a rented apartment above a bank near Hyde Park in central London. Headed by Ian Cameron, a Scot who was responsible for the current BMW 3-series coupe, this mostly British group set out to establish what a 21st-century Rolls-Royce should be like. There were few preconditions about size or proportions. "We chose attributes rather than dimensions," says chief engineer Tim Leverton. "The result is the closest thing to a no-compromise car."
The engineering was done in Munich. A BMW V-12 powers the new Rolls, driving the rear wheels through the ZF six-speed automatic transmission that can be found in the current 7-series. The engine has direct gasoline injection, Valvetronic technology, and a variable intake system like the 760's but enlarged to the 6.75-liter displacement of the old Rolls motor, which is still used in the bigger Bentleys. It develops 455 horsepower, but the emphasis is on its torque — 527 pound-feet, 85 percent of which is available from 1000 rpm.
With all that grunt, it shouldn't be a bad performer. The development team says this car has been designed as much to be driven as to travel in. The upright driving position and the big, thin-rimmed steering wheel do not suggest a sporting character, but the engineers insist the new Roller can keep up with a Porsche 911 from a traffic light. The maximum speed of 150 mph is limited by the Michelin Pax System run-flat tires mounted on massive 20-inch wheels, chosen for comfort over ultimate speed.
It was clear that the body-and-chassis structure would be made of aluminum in the facility at the BMW Dingolfing factory that produces the hull of the Z8 roadster. Two thousand welds go into the underframe to which the outer panels are attached; most of those are aluminum, but the front fenders are sheet-molding-compound plastic and the trunklid is steel because the shape could not be formed satisfactorily in aluminum. At about 5500 pounds, this Rolls is 185 pounds heavier than a Silver Seraph but is also a significantly bigger car — just over 19 feet long.
Rolls-Royce Phantom Drophead Coupe
Picking a color could take years.
Rolls-Royce, in BMW's hands nine years now, continues its glamorous and flamboyant traditions—big and bazoomy, yet somehow stately, even while knocking over a cocktail table or two during a flashy entrance. But once upon a time, getting into a $412,000 Rolls convertible was cause for grown men to begin pawing at it like beered-up college boys, but now the wow quotient is down: There seem to be fewer chromed "organ knobs," colored leather appears not so exotic in the age of bling, and the little forest of lacquered woods and the elegant emblems aren't quite so glorious anymore.
This all-new convertible is yachtlike in length—220.8 inches, a foot and change more than the limolike Mercedes S-class. Indeed, the two rear-hinged "coach doors" are so long that from inside, they're beyond reach. Push a switch, and they come barreling shut with a regal thunk.
Everyone walks around back to run fingers over 30-some pieces of teak wood. This car has its own deck! It's an extra $8500 and requires a special oil, don't you know. You can have a brushed stainless-steel hood, but—so tacky to bring this up—it's more, too: $9750. (Buy both options, and it's just $17,000.) Choose any of 4300 colors (nine are standard), with 10 shades of interior leather, 6 hood colors, 6 types of wood veneers. The radio has 15 speakers and 9 amplifiers.
Aston Martin V-12 Vanquish
Second Place: Rapid Transit
For all its advanced technology, the new Aston is no lightweight. It is important to say that straight off because a weight of 4099 pounds explains why it has no chance of beating the Ferrari's performance numbers. Its 5.9-liter V-12, first fitted to the DB7 Vantage model, is in what Aston calls "Stage 2" tune, which means 460 horsepower and 400 pound-feet of torque. Its opponent here, the 550 Maranello, has 19 more horsepower and 19 more pound-feet of torque, and the Ferrari is 187 pounds lighter, despite its mainly steel structure. So the Vanquish was vanquished in the acceleration tests.
But since both are among that elite group of superfast cars capable of 0-to-60 blasts in the low-to-mid-four-second realm and of getting to 100 miles an hour in about 10 seconds, the difference between the two is hardly noticeable on public roads. Indeed, in circumstances short of wringing the last few hundred revs and tenths of a second, the Aston can not only feel quicker but actually be so.
The reason is its electrohydraulic gearshift. Ironically, the system is from Magneti Marelli, the same as the one fitted to the Ferrari 360 F1 but never offered for the front-engined Ferraris. It is a six-speed manual transmission that is operated without a clutch pedal or gearshift but rather by paddle shifters behind the steering wheel. At any time, however, the driver can turn over the job of shifting to the computer by simply pushing a button on the dash marked "ASM," for automatic sequential mode.
As in the Ferrari 360, the left-hand paddle marked with a minus sign is to downshift, the right-hand one to upshift. The Vanquish mates the Magneti Marelli system to a hefty Tremec six-speed manual gearbox. Aston has developed its own software, which ensures the smoothest shifts we have encountered with this type of transmission (which has, oddly enough, not been given a name). The shifting is not as roughly abrupt as the 360 F1's system, even in sport mode, which quickens the shifts. The ASM is perfectly acceptable for dawdling around town.
Downshifts at speed are a delight. Flick the left-hand paddle, and the engine's electronic brain not only blips the throttle but also works out how much of a blip is needed for the swiftest and smoothest engagement.
We are sure most drivers will learn to love the system. Only a couple of things about it disappoint. It dithers and jerks when trying to trickle along in second gear; first gear is engaged automatically only when the car comes to a halt. And it makes starting up and getting going less than instantaneous.
Some people admire the Vanquish starting procedure as a piece of theater. It goes like this: Insert and twist the key, and a row of dots appears in the circular gear-selection screen between the tachometer and speedometer. Wait a moment for that to clear, then press the brake pedal, pull both paddles simultaneously to engage neutral, and press the red starter button at the center of the dashboard. An electronically orchestrated burst of sound accompanies the engine's coming to life. Only then, some seconds after you have initiated this procedure, can you pull the right-hand paddle to engage first to get under way.
Curiously, the blustery sound softens when the car is driven off at a modest pace, a tactic designed to meet noise regulations. But get on the gas hard, the revs soaring past 4000 toward the 7000-rpm redline, and there's a glorious howl, just like a racing engine's, as a flap valve in the exhaust opens to allow more decibels.
This V-12 is a great engine that hardly needs all those gears for around-town driving. For most of our fast cross-country route, it could be left in third gear, which is good for 121 mph.
We know that the ride and handling experts at Lotus were responsible for developing the Vanquish chassis, which uses some suspension parts from the Jaguar S-type. Lotus's achievement has been to make a fast and powerful car with a firm suspension that isn't unsettled by bumps, and it never once bottomed out on our travels. The ride is never jarring and is remarkably comfortable considering its big 40-series tires.
That said, through a fast corner there is the feeling that a lot of weight is being hustled along. The steering is accurate and high-geared, but Webster thought it felt artificially heavy, contributing to a more stolid cornering performance than the lighter-to-handle Ferrari.
There is another, perhaps illusory, reason why the Vanquish does not seem as easy and agile as the 550. Visibility out of the high-sided Aston, with its narrow windows and thick A-pillars, isn't as good as it is out of the Ferrari, with its low cowl and beltline.
Although the tight, muscular styling of the Vanquish seems to be admired by all, we are not sure the cabin deserves the same praise. The seats are supportive, and our six-foot-plus drivers had just enough room to be comfortable for a long haul, but there isn't much space to spare in the cockpit. A massive painted aluminum centerpiece dominates the dash. It houses Jaguar switchgear — that works okay — but various other struts, handles, and trim pieces have an aluminum finish and don't quite match; some are in fact plastic moldings. Worst of all is the steering wheel. Part leather and part metal-colored plastic, it looks cheap in this expensive car and feels horrid in hot, clammy weather.
Aston enthusiasts will probably forgive all that. About 500 of them have already ordered cars. All they want is for it to be worthy of the marque's heritage and a serious alternative to the top Ferrari. That it certainly is.
Aston Martin DB9 Volante
A little something for the aesthetes.
What could be better—more beautiful, more attention-grabbing, more perfect for a jet-set lifestyle—than an Aston Martin DB9?
The answer is an Aston Martin DB9 Volante, the convertible version of one of the world's loveliest cars.
We can argue that the fixed-roof coupe, with an inevitably stiffer body shell, is lighter, faster, and more rewarding to drive—and $13,500 cheaper—but buyers of automotive exotica, especially in the United States, always veer toward a convertible. Aston knows that, so when it developed its VH platform—the architecture that will eventually be used for its three model lines—the plan was for closed and open versions with a minimum of modifications.
The beautiful DB9 coupe—featured in our supercar comparison last month—has been around for a year now, and it's time for it to be joined by the DB9 Volante.
The VH structure of bonded aluminum sheet and extrusions needed few changes for the DB9 Volante that, although it doesn't have the same torsional stiffness as the coupe, suffers much less from losing its head than most of its competitors. So it doesn't have the cowl shake or creaks and groans that afflict many convertibles. On bad road surfaces there is some murmuring through the steering, but it's not enough to spoil the driving experience. And with the top down, there is more opportunity to savor the aural delights of that mighty V-12 engine.
The Volante weighs 130 more pounds than the coupe. It eschews the retractable hardtops that have recently become so fashionable in favor of a conventional folding fabric roof. The top is superlative for its type, fitting snugly so that wind noise is negligible, even at 100 mph, and powering down and under a flush body panel simply by pulling back a switch on the center console. There are no catches to be released or secured, and the whole process of putting the roof up or down takes just 17 seconds.
Once open to the elements, wind buffeting is bearable up to about 60 mph but beyond that would benefit from a blocker that Aston is still developing. That, however, will render the rear seats unusable. Now it's true that the rear seats of the DB9 coupe are unsuitable for all but the smallest and youngest human beings, but that is partly because of the difficulty of getting into them. Top down, the rear seats don't gain any size advantage, but they do become more accessible.
Occupants are protected in a roll-over accident by strengthened windshield pillars and two pop-up hoops behind those rear seats. They deploy only when sensors detect that the car might be headed for trouble. There is no manual override for these roll hoops; indeed, the handbook advises owners planning high-g cornering on a track to run with the top down because if the hoops pop up, they will break the softtop's rear window, which is glass. Track-day specialists will prefer the DB9 coupe in any case. The Volante isn't meant for such athletics. It has a more gentle suspension—softer springs and a thinner front anti-roll bar, with the rear bar deleted. Aston judged this setup more suited to the cruising for which the convertible will likely be used. Otherwise, mechanically, open and closed cars are identical.
At the start of production last year, DB9s were available only with six-speed ZF automatic transmissions, where gears were selected via dash-mounted buttons and paddles that turn with the steering wheel. Our Volante had this transmission, which operates nicely in either automatic or manual mode, but there is now the option of a six-speed manual made by Graziano in Italy and shared with the V-8 Vantage. Choosing do-it-yourself gearshifting with a short central lever and a clutch pedal saves $4000.
Although it is not as focused a high-performance car as the DB9 coupe, there are few disadvantages to offset the joys of open-air driving. With the roof up, the hard-to-reach rear seats are somewhat claustrophobic, and the small, shallow rear window limits the driver's rear vision. Aston says the roof stays firmly in place at its maximum speed, which is limited to 165 mph, 21 mph less than the coupe. It reckons that's as fast as convertible customers will want to go, top up or down.
And what of its looks? The DB9 is the work of Aston's erstwhile designer Henrik Fisker, but it's clearly influenced by Ian Callum's DB7. That predecessor was among the all-time automotive beauties but lost its perfect proportions when the roof came off. The longer, lower, and more lithe DB9, sans lid, retains its winning style. The DB9 Volante pleases the aesthetes as much as the extroverts.
Aston Martin V-8 Vantage
Third Place: Everyday Supercars
When we threw a V-8 Vantage into the ring with a Porsche Carrera S, we weren't astonished by the result, but we were a little surprised by a couple of scoring categories that helped it carry off the first-place trophy. Styling? No shock there. The Aston's angular body and classic GT-coupe proportions—long hood, short rear deck, fast windshield, aggressive stance—stand out in any crowd. But there were two scoring results that really got our attention, both of them subjective. Although the Carrera S prevailed in every objective test category—acceleration, braking, lane change, skidpad—our test crew preferred the Aston's handling and also found it more entertaining to drive. Wow.
So, could Her Majesty's sexy two-seater keep pace in even faster company? The short answer: no. The Audi R8 prevailed against all comers, and we think it would have prevailed had we added other players to the games—the BMW M6, for one. But the Aston did run the 911 Turbo a very good race, ultimately missing second place by about 100 horsepower and 203 pound-feet of torque. In fact, in the mind of our Aaron Robinson, a man given to occasional fits of Anglophilia—we suspect he believes aeronautical development reached its peak with Britain's WWII Spitfire fighter—the V-8 Vantage held an edge over its German rival.
But his was a minority opinion. We all agreed the Aston is a car that would qualify as beautiful at any gathering. The Audi turns more heads with its radical looks and LED eyeliners, but the Aston Martin is a classic beauty, with enough creases and character detailing to keep it current.
We were also unanimous in our appreciation of the Aston's ride quality, which was supple by the standards of cars in this class. But that ride quality came at the expense of chassis compromises—and consequent body roll—that made the Aston a reluctant warrior on the track, reluctance magnified by darty behavior under hard braking.
The other element that held the V-8 Vantage back in this derby was its V-8. A slightly expanded edition of Jaguar's AJ-V8 (4.3 liters versus 4.2), the Aston's eight delivers 380 horsepower and 302 pound-feet of torque. Mated to a rather stiff-shifting six-speed manual gearbox and the highest curb weight in the group, this combo produced results that were more than respectable—0-to-60 in 5.1 seconds, the quarter-mile in 13.5 at 106 mph—but slow by the group standards.Other objective results were similar: an excellent 0.93-g run on the skidpad that was nevertheless third best; a fine stop from 70 mph in 165 feet, also third best; and a 64.1-mph performance in the lane change—not bad, but ditto.
On mountain roads, the Aston was easy to drive rapidly and would have been a very enjoyable companion for a solo run on a sunny afternoon. But we had to pedal hard to keep the Aston in touch with the faster cars, whereupon driving it became more like work than fun. "An 8/10ths car in a 10/10ths game," wrote one driver, which sums up the V-8 Vantage versus these opponents.
2008 Aston Martin DBS - Feature
Competitors in the Crosshairs
2008 Aston Martin DBS
With the Vanquish vanquished, Aston Martin needed to make a compelling argument to those cross-shopping GTs at the quarter-million dollar mark. The largest and most expensive remaining Aston, the DB9, was therefore made wider, meaner, and faster. Slashed with strakes and scoops, the DBS takes styling cues and mechanical inspiration from the Le Mans-winning DBR9 race car. The DBS generates the numbers promised by a vicious exhaust note and steam roller tires, sprinting to 60 in 4.3 seconds and topping out at 191 mph via a 510-horsepower V-12 generating 60 more ponies than the standard DB9.
Aston is big on the tactile experience; to prod the DBS’s engine to life, you employ a sapphire and stainless steel “Emotion Control Unit”—not an ignition key. The DBS wears a full carbon-fiber suit, a first for Aston, and—borrowing from the competition world—gets carbon-ceramic brakes and adaptive dampers.
2010 Mercedes-Benz SL65 AMG Black Series
Performance, thy name is Black Series.
Now this is a car we’re excited to see lapping the Nürburgring: the Mercedes-Benz SL65 AMG Black Series, in advance of its planned debut this summer and it going on sale in the fall.
This is a fixed-hardtop version of the SL. By ditching the mechanicals for the folding hardtop and with liberal use of carbon fiber for the body, it weighs in 570 pounds lighter. The heavy electro-hydraulic Active Body Control suspension is replaced with an adjustable coil spring suspension.
And, as the 65 in the name denotes, stuffed under the hood will be a V-12, in this case a high-performance version of AMG’s 6.0-liter twin-turbocharged V-12 that Mercedes says will launch the car to 60 mph in under four seconds. We’re downright giddy in anticipation of 670 horsepower and 738 pound-feet of torque. With the weight loss, it translates to a 6.1 pounds per horsepower ratio.
The new SL65 Black Series adds a lot of beef to the look, especially with the muscular rear wheel arches to accommodate larger wheels and a wider body. The tape across the side suggests no loss of definition here, and the doors are exposed because they are among the few large body panels still fashioned of steel, rather than carbon fiber. The retractable spoiler generates up to 77 pounds of downforce at higher speeds.
Mercedes introduced the first Black Series as a special edition of the special-edition CLK63 last summer—showing no end to the Teutonic automaker’s imagination when it comes to splitting performance hairs to appease enthusiasts.
The CLK63 AMG Black Series was said to be patterned on the CLK63 that was used as a safety car at Formula 1 races. The pattern appears to be intact, as Mercedes recently took an SL63 AMG with its 518-hp, 6.2-liter V-8, and modified it to serve as the Formula 1 safety car this season. AMG cut 485 pounds from the stock SL63 AMG for the job: from 4400 pounds to just over 3900—or roughly the weight loss we expect for the SL65 Black Series.
All of this begs the question as to where the current SLR McLaren fits in the lineup vis-à-vis the Black Series. The SL63 safety car already has dropped down to the same weight class as the SLR which relies on an expensive carbon-fiber monococque body. And the Black Series should be hundreds of thousands less than the half-million-dollar SLR.
While there has been some confusion out there, this car is the Black Series and NOT the equally anticipated Mercedes SLC, although the two likely share parts. The SLC is the bespoke supercar that AMG still appears to be building from scratch after a falling-out with McLaren. The SLC reportedly will debut next year at the 2009 Geneva auto show, and has been spotted testing under the disguise of Dodge Viper body. It is expected to use a new hi-po, turbocharged version of the automaker’s 6.2-liter V-8.
McLaren supposedly continues work on its own mid-engined supercar, amid reports the project is more upscale, a sequel to the F1, as opposed to the smaller and more affordable SLR successor that was originally envisioned when SLR and Mercedes planned to partner. But that went sour in the wake of a quality meltdown and financial down-spiral at Mercedes in 2004 that forced a halt to the program, as well as acrimony amid suggestions the SLR did not meet expectations.
As for the SL65 Black Series, only 350 will be built and they could for a cool $250,000 each. As long as a couple of them make it into the press fleet, we can live vicariously, even if we can’t afford one of our own.
2008 Mercedes-Benz ML350 Edition 10 - Car News
The M-class enters double digits.
Back in 1997, Mercedes introduced a new kind of SUV, the M-class, based not on an existing truck frame but designed from scratch to bring luxury to the SUV market. The original body-on-frame design worked so well that the first M-class won the North American Truck of the Year award in 1998.
This year, the M-class (which has since become unibody construction) turns a decade old, and Mercedes is celebrating with a limited-edition version of the ML350 called the "Edition 10" to commemorate 10 years of production. The special package takes the V-6-powered SUV and jazzes it up with gratuitous "Edition 10" badges inside and out.
The Edition 10 is a car of contrasts, painted in either Obsidian Black or Arctic White, with Macadamia and black leather filling the interior, which also gets aluminum sport pedals and an aluminum instrument-cluster surround. Black headlight surrounds, tinted taillights, and a new finish on exterior chrome pieces spruce up the exterior.
More important, the 1000 buyers who get their hands on an ML350 Edition 10 get a host of extra standard features. A rearview camera, a power liftgate, heated front seats, and a Harman/Kardon sound system are all included in the special-edition package.
The Edition 10 will cost $52,705, compared with $44,425 for a 2008 ML350.
AMG’s Green Initiatives Include Possibility of Diesels, Hybrids, and Turbo V-6s
Mercedes-Benz performance brand AMG shows its environmental side.
Mercedes’s AMG performance division wants to offer guiltless pleasure for those who love performance cars but are tired of being criticized for a lack of commitment to save the planet.
On the eve of the 2008 Geneva auto show, AMG boss Volker Mornhinweg boldly announced that the fleet of performance cars will achieve a 30 percent reduction in carbon dioxide (CO2) emissions by 2012. Smaller engines, hybrid systems, and diesels are all on the table for Mercedes' thriving performance sub-brand.
Mornhinweg leveled a shot at BMW's claim to “efficient dynamics” which is spawning products such as the X5 Vision diesel hybrid concept, also unveiled in Geneva. AMG's roots are in racing, he said, and “racing was always about ‘efficient dynamics,’ we just called it differently.” He then went on to announce fuel-saving technologies to be offered in AMG cars across the globe.
In 2010, direct-injection gasoline engines and start-stop systems will mark the beginning of the push to lower consumption and emissions. AMG is developing a crankshaft starter-generator system that it claims is far more advanced that BMW's current system, which operates with a conventional starter.
Two-Mode Performance
But that kind of technology is just the beginning. AMG is working on full hybrid cars that can drive short distances with just the electric motor. Mercedes is part of a consortium with General Motors, Chrysler, and BMW in developing this “two-mode” or full hybrid system for use by each automaker.
Mercedes did not want to launch its version of the two-mode system in the M-class, as there already are hybrid SUVs on the market, and "we don't want to be a follower," says Mornhinweg. For AMG, look for the technology to bow on a low, sporty car like the CL, the SL, or the CLS.
AMG’s Green Initiatives Include Possibility of Diesels, Hybrids, and Turbo V-6s - Turbocharged V-6s on Tap?
What's more, you may be able to get an AMG oil-burner. Mornhinweg: "We are monitoring the diesel. There is currently no demand, but if that changes, we can react immediately."
The idea would not be new. Five years ago, AMG offered the 228-hp, five-cylinder C30 CDI turbo-diesel, and while it was successful in some Southern European markets, it was loud and generally unloved. AMG had not seriously considered a follow-up model, but that thinking has changed. By the end of 2008, the brand will have decided whether to proceed with a second diesel.
Turbocharged V-6s on Tap?
In a reversal of its strategy of the past few years, AMG could also offer six-cylinder gasoline engines again. This time around, they would be turbocharged. Mornhinweg says that a decision will be made soon. Turbocharged V-8 engines are already high on the agenda.
Despite all that fuel-saving technology, AMG continues to focus on fun and performance. The new MCT multi-clutch transmission—essentially Mercedes’ seven-speed automatic with a multiclutch system replacing the torque converter—will migrate to more models after its debut in the SL63 AMG. The next-generation CLK and SLK are sure bets to receive the gearbox, while the C-class is an open question. It won't replace the automatic throughout the lineup as it is not well-suited to towing and does not fit the character of the S- or CL-class luxury cars.
AMG will also up its performance credibility with ceramic brakes. By now, they are reliable but cooling is still a challenge, and there needs to be a significant performance advantage over the regular brakes to warrant the additional cost.
AMG is hoping its fuel-saving announcements present a challenge to competitors. Porsche has announced a CO2 reduction of 30 percent for its V-6 hybrid powertrain over the regular V-6. But such savings across the entire fleet are “unrealistic,” Porsche board member Wolfgang Dürheimer tells us here in Geneva.
Last year, AMG sold 20,107 units, its best results ever. For 2008 and beyond, Mornhinweg is aiming for “further, profitable growth.” If he reaches his ambitious CO2 targets, Mother Earth won't really care.
Meanwhile, Daimler AG is claiming a breakthrough in battery technology, saying it has achieved the Holy Grail of adapting lithium-ion technology for automotive use—crucial to winning the race to offering hybrid, electric, and fuel-cell vehicles. It will be used in the Mercedes S 400 BlueHybrid staring in 2009. The stumbling block had been integrating the power source into the climate control system.
Mercedes-Benz SL63 AMG Safety Car and C63 AMG Wagon Medical Car
A preview of the SL63 AMG Black Series?
The SL63 AMG, with its 518-hp, 6.2-liter V-8, may be one of the sportiest AMG models to date—but there’s apparently room for improvement, which Bernd Mayländer will experience at the helm of this modified SL63 Formula 1 safety car this season.
The surgeons at the AMG performance studio managed to cut a whopping 485 pounds from the stock SL63 AMG; the weight drops from 4400 pounds to just over 3900. Take note that this is almost exactly what the SLR McLaren weighs, with its super-costly carbon-fiber monocoque.
How was the feat achieved? The safety car's front and rear skirts, spoilers, and hood are made of carbon-fiber-reinforced plastic, and the power-folding metal top is gone in favor of a lightweight fixed unit. Say goodbye to extensive sound absorption and fancy telematics. AMG's "selective omission" also includes deleting the active suspension-control system (called “active body control,” or ABC).
There are further changes: A louder exhaust system and four-point seatbelts emphasize the sporting aspirations of this safety car, as does the front bumper with larger air intakes and without fog lights. The rear diffuser is altered for better rear-axle cooling.
Now don't get too jealous of Bernd Mayländer. Rumor has it that you will be able to get most of the safety car's improvements in an upcoming SL63 Black Series edition of the SL. Start saving now.
Rather less extensive are the changes to the hot C63 AMG wagon that in modified version is the Formula 1 medical car in 2008. Europeans get the C63 wagon option at a $4020 premium over the sedan. The Formula 1 medical car gets a modified interior, larger exhaust pipes, and a front end without the somewhat tacky fog lights of the standard C63 AMG.
2008 Brabus Mercedes-Benz SLR McLaren Roadster and Brabus Smart Fortwo Ultimate 112
Buy a supercar, get a subcompact to match.
Mercedes-Benz tuning arm Brabus has a unique new package for buyers of its tweaked SLR McLaren roadster. For a cool €699,000 ($1,064,000), you get a customized SLR with a matching Brabus version of the Smart Fortwo—kind of like a suit with a matching tie.
Both vehicles add body kits, flashy wheels, fatter tires, and matching paint and interiors—but the similarities end there. The Brabus SLR is fitted with 20-inch forged aluminum wheels that the company claims will “further optimize handling and performance.” The front end receives a lift-reducing carbon-fiber spoiler, and the rear apron gets a similar carbon-fiber diffuser.
As if the stock SLR supercar didn’t have enough power from the factory, Brabus fits the 5.5-liter supercharged V-8 with more-aggressive camshafts and a fuel cooler. These two improvements net a gain of 24 horsepower for a total of 641. To help keep this power to the ground, a clutch-type limited-slip differential replaces the stock piece. These improvements allow the Brabus SLR to achieve 62 mph in a claimed 3.6 seconds and a top speed of 211 mph.
The interior is adorned with exclusive red leather and black Alcantara. The steering wheel gets a flat bottom to allow the driver to slip into and out of the roadster more easily. Carbon fiber trims the dashboard, the door panels, and the center console.
Not Your Mama’s Fortwo
On the other hand, the Brabus-tuned Smart Fortwo, which is called the Ultimate 112, gets fender flares, a front spoiler, and side skirts. New 18-inch wheels with wider tires are bolted on to fill up the flares and provide more traction for the namesake 112-hp three-cylinder turbocharged engine. A tuned coil-over suspension keeps the wider tires pinned to the ground. The stainless-steel sport exhaust further informs others that you are not driving an ordinary Fortwo.
The 112 uses the same upholstery combination as the SLR. The rest of the interior receives body-colored trim pieces, an aluminum shift knob and brake handle, and stainless-steel “racing” pedals.
Although the two vastly different but matching vehicles are meant to be sold as a package, they also can be bought separately, and customers may choose their own interior and exterior colors.
Monster Mercedes C63 AMG Comes in Thousands Cheaper than Expected
The new-for-2008 super C-class starts at $57,225.
In what continues to be an ever-evolving enthusiast’s sports-sedan dream, the fire-breathing 451-hp C63 AMG will start at $57,225—about $6000 less than initially expected—when it reaches dealerships this April.
The lower price seems to be in response to the C63’s main competitors—the 414-hp BMW M3 and the 416-hp Lexus IS F—also providing extraordinary bang for the buck. First, Lexus set the IS F price at $56,765, and then, in a surprise to all, BMW priced the benchmark M3 even lower—just $55,875 for the sedan.
The C63’s price would be even thriftier if it weren’t for the hefty $2600 gas-guzzler tax (the M3 carries only a $1300 charge) due to its thirsty 12 mpg city and 19 mpg highway EPA fuel-economy ratings.
Either way, the C63 is a tremendous value. With the same 6.2-liter V-8 found in the $138,425 CLK63 AMG Black Series and big brother $88,225 E63 AMG—as well as most other AMG models—the C63 catapults itself to 60 mph in 3.9 seconds and through the quarter-mile in 12.3 seconds at 116 mph. Those are the quickest acceleration numbers for any AMG with this engine and are ahead of both the BMW and Lexus.
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