Honda Ridgeline RTL

I was pleasantly surprised that I enjoyed driving this truck, especially since I'm not a fan of big trucks--and because the look of this Ridgeline makes me think of a dog. Yes, the shape of the cab and the odd roofline that leads into the bed made me think of Clifford the Big Red Dog.
I liked the power and the heavy feel, which made me feel safe despite the rollover warning on my visor. I also liked that there was lots of room in the front and rear seats. In fact, I think you could fit a pull-out seat in the footwell of the passenger side. And there was no lack of cubby space for all items big and small.
But the dash-console setup was confusing. The odo-tach-gauge area looked basic and cheapish, while immediately to the right, the audio/navigation climate system was more hip. It's like a low-tech/high-tech split personality, and I didn't like it. But I loved how quickly the defrosters worked, and the heated seats were great. And the backup camera was much appreciated in this truck.
SENIOR EDITOR FOR NEWS BOB GRITZINGER: It's hard to argue with the simple practicality of the Ridgeline, which only seems to get better and smarter with age. Downsides remain that it is pricey for a unibody V6-powered truck, and one that only gets about 17 mpg. On the other hand, the trucks that fit this segment are few and are either smaller, like the Toyota Tacoma, or much bigger and heavier, like the Chevrolet Avalanche. If you want the compromise vehicle, and you're willing to compromise on load and towing to get it, the Ridgeline remains a singular value.
EXECUTIVE EDITOR ROGER HART: Just a night in this made me miss our long-departed Ridgeline. Still not much on the looks, but it's hard to argue with the practicality of the beast. This 2009 model features such things as an updated dash with radio interface and heater controls, plus a backup camera. Very nice, and I can imagine trailer towers would love it.
I really like the versatility of the Ridgeline, with the lockable, weather-tight trunk in the truck bed, and the way the tailgate swings or drops. On the inside, you can flip up the rear seats and you have a ton of space, thanks to the flat floor.
The V6 is strong enough in this application, and I got more than 20 mpg on the highway, with 18.5 mpg overall. All things considered, this would be a pretty good choice for someone who needed a daily driver with some hauling capabilities. If you don't mind how it looks.
2009 Honda Ridgeline RTL
In Fleet: Oct. 27-Nov. 10
Base Price: $36,330
As-Tested Price: $37,174
Drivetrain: 3.5-liter V6; 4WD, five-speed automatic
Output: 250 hp @ 5,700 rpm, 247 lb-ft @ 4,300 rpm
Curb Weight: 4,564 lb
Fuel Economy (EPA/AW): 17/18.1 mpg
Options: Fog lights ($346); XM satellite radio ($189); security system ($162); moonroof visor ($87); rear under-seat cargo tray ($60)

Buick Regal

The 2011 Buick Regal essentially is a rebadged and slightly revised U.S. version of the front-drive Opel Insignia midsize sedan--the reigning European Car of the Year. We drove a 2.0-liter turbo four-cylinder (sampling both the six-speed automatic and the six-speed manual), which is the second version of the Regal that will arrive in the United States in late summer, following the spring introduction of the Regal powered by a 2.4-liter naturally aspirated I4.
How's it drive?
For those who are worried that "Buick-izing" a good German car will make it soft and floaty, forget about it. And for those who worry that an Opel can't meet Buick's brand demands for quiet ride and premium luxury, that's not a problem either. General Motors engineers put their sport sedan right in the sweet spot, with plenty of nimble handling and good turbo power (220 hp, 258 lb-ft, 7.5-second 0-60 mph), combined with a reasonably quiet and relatively smooth ride. Put another way: If you like your old Buick, this ain't it. But if you like the kind of work Acura has done with the TSX, the all-new Regal will be a pleasant surprise.
Do I want it?
Heck yes, but you might wait until after the first rush for the "normal" 2.4-liter, 184-hp Regal ends and the four-cylinder turbos arrive in dealerships. And if your commute doesn't require a lot of stop and go, or your driving needs lean to sporting, wait another few months and you'll get your turbo Regal with a six-speed stick. Down the road, you can trade that in for what we hope will be the return of the Buick GNX--this time in the guise of a Regal underpinned by the same 325-hp, 2.8-liter turbo V6, Haldex all-wheel-drive and electronic limited-slip differential that we loved in the Saab Turbo X (and that Europeans can buy right now in the Insignia OPC).Read

Nissan Altima Coupe 3.5 SE

There's a lot to like in this 350Z wannabe, from the sporty exterior styling to the excellent interior layout and materials, from the highly competent handling for a front-driver to the strong and smooth powertrain.
The roofline borrows liberally from the 350Z, which gives the car a racy edge and distinguishes it from similarly styled coupes such as the Pontiac G6. Inside, all the key pieces are well placed and accessible, with the six-speed shifter and all the pedals properly placed for maximum ease of use. Nissan did a great job of responding to criticism of its bad Altima interiors, and clearly that effort pays off in the good materials and fits in the Altima Coupe.
Though this car doesn't upgrade yet to the 3.7-liter V6 in the 370Z and Infiniti's G37 offerings, the 3.5-liter mill is well equipped to hustle this little car down the road, and it is at its best with the six-speed stick to keep it revving. The steering is light but precise and the suspension keeps the car on track as well as any front-drive competitor. Acura may do a better job than this with its front-drivers, but the difference isn't much.
This car makes huge sense for someone lusting for the more expensive 370Z but without the paycheck to support it. This car also works for Z lovers living in climates where front drive is a plus or those who have a few friends that they might want to bring along in the back seat.
EDITORIAL ASSISTANT JONATHAN WONG: Interesting comparison above, but my vote for the poor man's Z car is for the coupe from South Korea, the Hyundai Genesis coupe. It is rear-wheel drive and packs a couple of potent engine options and comes in at a very attractive price.
Now, let's get to this Altima coupe. I did find it surprising that Nissan would do a coupe version of its high-volume sedan. I suppose the opportunity to jump into the market when Toyota was abandoning it by killing the Camry Solara seemed like a chance to pick up some scraps left behind. With the Altima's tight platform and strong 3.5-liter V6 engine and six-speed manual transmission wrapped in sleeker two-door wrapper, it does offer a sportier argument.
The result is a car that pulls very strong in a straight line and that is pretty fun to get on with a nice manual gearbox to row through. For a front-wheel-drive car wearing all-season tires, it is impressive how well it sticks around a turn, but when you push it harder, the body roll and front-wheel-drive tendencies to understeer show their ugly head.
As with all Altimas, steering is overboosted, but the brakes are strong and feature nice pedal feel. For everyday matters, it rides comfortably with a backseat that is good enough for average-size adults and a trunk that will easily accommodate a weekly trip to the grocery store.
The only direct competitor I can think of is the Accord coupe, which I would give the edge to if I was in the market for a sporty front-wheel-drive coupe. This Altima possess a tighter drive character, but the Honda's superior manual transmission and interior finish wins me over.
2009 Nissan Altima Coupe 3.5 SE
In Fleet: Jan. 23-Feb. 6
Base Price: $27,085
As-Tested Price: $33,060
Drivetrain: 3.5-liter V6; FWD, six-speed manual
Output: 270 hp @ 6,000 rpm, 258 lb-ft @ 4,400 rpm
Curb Weight: 3,241 lb
Fuel Economy (EPA/AW): 21/20.6 mpg
Options: Premium package including leather trim, heated driver and passenger seat, premium sound, radio data system, speed-sensitive volume, Bluetooth, HID headlights, dual-zone temperature control, HomeLink universal transceiver, premium finishes, auto-dimming mirror with compass ($3,200); technology package including navigation with touch screen, voice activation, XM traffic ($2,000); vehicle dynamic control ($600); floor mats ($175)

2009 Porsche Boxster

It's hard to believe the Boxster is coming up on 13 years old. It was a terrific car when it was launched in 1997, and it is a terrific car now.
I put the top down and just cruised around all weekend. When it got too cold, I left the top down and put the heater on.
If this isn't the best steering in the business, I can't think of any better. It's perfectly weighted, sharp and immediate. The brakes are awesome as well.
The engine has really good throttle response and terrific mid-range torque, and I love the way it sounds. I also really like this seven-speed dual-clutch transmission. Porsche's paddles aren't really paddles at all, but I hear there is a fix in the works for proper paddles.
Overall, it's delightful. Expensive, but simply delightful.
SENIOR EDITOR FOR NEWS BOB GRITZINGER: Everything about this car is perfect, except for the PDK--who would spend an extra $3,450 on that when you could let your own clutch foot do the talking? Therein is the basic flaw and conundrum with the PDK: Most buyers would choose it for driving ease, especially if they're faced with daily stop-and-go traffic. Problem is, that's exactly where the PDK is at its worst, at every launch. There's no smooth clutch take-up, but rather a somewhat abrupt lurch backed up by substantial power. All the power is great, but not when you're trying to ease in or out of a parking space, or gently drive away from an intersection, or smoothly merge into an adjacent lane from a stop.
Once the car is rolling, however--and that happens in a big hurry in the perfectly powered Boxster--the car is a delight to drive, whether out on the open highway or on the back-road twisties. I'd like paddles versus these shift buttons, but it's hard to complain about anything this car does at speed--ride, cornering or handling.
If you can't stand shifting on your own, the PDK is your only option. But for maximum enjoyment, opt for the manual tranny.
MOTORSPORTS EDITOR MAC MORRISON: Paddles are allegedly on the way for 2010, and thank goodness because these redundant buttons--push on the front to upshift, pull on the back behind the steering wheel to downshift--are a joke, and a bad one at that. I know that high-end carmakers love to find ways to distinguish themselves from others, but reinventing the shift paddle was and is completely unnecessary. It's a shame, too, because overall, the PDK mechanicals work extremely well and gearshifts are fast and smooth. I did from time to time encounter the hesitation and jerkiness when rolling off from a stop that Bob mentioned. I do not recall experiencing this in other PDK-equipped cars, though. Even so, I think it is easy for a driver with relatively little experience with the system to exacerbate the jerkiness. There seems to be some hesitation in the throttle's response from a stop, which might very well entice you to wonder what is going on and to push the pedal further toward the floor. Then when the car does respond, you end up with abrupt acceleration that you did not intend initially.
Thirteen years, eh? Wow. Even more disturbing, it seems like yesterday that I was looking at the Boxster show car in Detroit and praying Porsche would build it. That was in January 1993.
But what Porsche continues to understand and demonstrate, perhaps better than any automaker, is that good, classic design is relatively timeless. (Ironic then that Porsche felt the need to go with the stupid shift buttons . . . ) When an initial design is clean and well considered, small, evolutionary changes can keep it current for the better part of 20 years--or in the 911's case, the better part of 50. Case in point: I happened to park in a lot where I spotted a first-gen Boxster parked close by. I walked over and began comparing the two cars and was surprised to see just how different, yet the same, they are. Changes over the years to fascia, light clusters, mirrors, wheels, intakes and even the cut of the hood make the latest car appear light-years ahead of the original, yet in a remarkably subtle way. This car has aged very well, kind of like the type of people who manage to get better looking as they get older. That's quite an achievement, and one most companies have failed to pull off.
2009 Porsche Boxster S
In Fleet: Aug. 27-Sept. 8
Base Price: $57,650
As-Tested Price: $65,165
Drivetrain: 3.4-liter H6; RWD, seven-speed sequential manual
Output: 310 hp @ 6,400 rpm, 266 lb-ft @ 4,400-5,500 rpm
Curb Weight: 3,042 lb
Fuel Economy (EPA/AW): 23/22.4 mpg
Options: Seven-speed Porsche Doppelkupplung transmission ($3,420); Bose high-end sound package including 10 speakers and 325 watt input ($990); seat ventilation ($800); Bluetooth interface for mobile ($695); automatic climate control ($550); heated front seats ($500); Porsche windstop deflector ($375); universal audio interface ($95); floor mats in interior color ($90)

BMW unleashes ActiveHybrid X6

Earlier this fall, Honda and its luxury division, Acura, both introduced contenders in the ever-growing field of fastback-utility crossovers. Now jumping into the fray is BMW’s ActiveHybrid X6.
BMW’s expansion of its “sports activity vehicle” line continues, this time in a full-hybrid version. By combining BMW’s 4.4-liter, 400-hp, twin-turbo, direct-injection engine with two electric motors producing 91 hp and 86 hp, respectively, the net result is a 480-hp output with 575 lb-ft of twist. As hefty as the X6 is (at 5,401 pounds), the hybrid powerplant delivers 0-to-60-mph performance to the tune of 5.4 seconds. Top speed is electronically limited to 130 mph.
A two-mode seven-speed automatic trans-mission (codeveloped with General Motors and used in the Chevrolet Silverado and GMC Sierra hybrids) gets the power to all four wheels. The first stage allows for running at startup and during normal city driving. The second mode facilitates high-speed highway operation. A pure electric “run-silent” mode also exists, enabling the ActiveHybrid X6 to run at speeds up to 37 mph for approximately 1.6 miles, depending on the battery’s state of charge.
Much has been done to make drivers forget they are in a hybrid. Gone is the hydraulic air-conditioner compressor. In its place, an electrical climate compressor operates while the X6 is stopped, and a voltage converter continues to supply full power to the vehicle’s 12-volt system, even when the gasoline engine shuts off at idle.
The nickel-metal-hydride battery system continues to support operations in the ActiveHybrid X6 by powering the electrically assisted power steering and Sensotronic brake actuation (SBA). With the latter, braking power comes from the regenerative electric motors, which transmit brake force to all four wheels except in a panic-stop situation that exceeds 0.3 g, when the mechanical brakes step up to assist. In addition to SBA, the ActiveHybrid X6 has the same alphabet soup of assists, from dynamic traction control (DTC) to dynamic stability control (DSC), as in the traditionally powered X6.
The powertrain is seamless, without that laggy tip-in typical of most hybrids. Steering has gone from hydraulic in the original X6 to electric here, but it still transmits good road feel to the driver.
Through stop-and-go traffic on rather uninteresting roads in south Florida, where BMW chose to hold the global launch of the vehicle, it was clear that this is still a driver’s car, even if it is a hybrid. The car rewarded the driver and made sport of slicing and dicing past the lollygaggers and out-of-towners clogging the road.
BMW says to expect about a 20 percent improvement in mileage over the nonhybrid version of the X6. EPA testing reports rate the ActiveHybrid X6 at 17 mpg city and 19 mpg highway. That’s only marginally better than the X6 xDrive 50i, which gets 13 mpg city and 18 mpg highway.
BMW has built a stout vehicle that is a capable hauler of up to four people and their things, with a ride quality that rivals its gasoline-powered sibling.
The ActiveHybrid X6 has a base price of $89,725. If you can do without the hybrid powertrain, a base X6 starts at $67,125. Yep, being green costs money
2010 BMW ActiveHybrid X6
ON SALE: December
BASE PRICE: $89,725
DRIVETRAIN: 4.4-liter twin-turbocharged V8 with electric assist motors for combined
480 hp, 575 lb-ft; AWD, seven-speed automatic two-stage transmission
CURB WEIGHT: 5,401 lb
0-60 MPH: 5.4 sec
FUEL ECONOMY (EPA): 18 mpg

BMW X5 xDrive35d

I've always liked the facelift BMW gave the X5 a while back. I think it is one of the better-looking utes on the market.
Though it still drives like a big heavy truck, dynamically the BMW is head and shoulders above most any other ute on the market. The BMW's ride is smooth and more fluid. There's solidity to this truck that you just don't find with most SUVs.
The diesel, while just a little gruff, especially at idle, is mostly smooth, feels nice, offers plenty of torque and fits perfectly with this six-speed transmission. I don't remember once sniffing any diesel fumes.
However, iDrive is still annoying as hell, even in its new simpler form.
EDITORIAL ASSISTANT JONATHAN WONG: When it comes to midsize SUVs, the best-handling ones you'll find are BMW's X5 and the Infiniti FX. Every time I step out from behind the wheel of an X5, I find myself surprised that I had been driving a two-and-a-half ton vehicle. Don't get me wrong, it's no sports car, but an impressive handler in SUV terms.
Flick the nicely weighted steering wheel in either direction to have the X5 respond quickly with little roll. Overall, the body is well controlled with hardly any dive under braking and feels really planted in all situations, be it an expressway-entrance ramp or stomping down city roadways.
Speaking of the city, the stiff suspension still offers enough give to deliver a comfortable ride. This suspension setup is just another example of how BMW is so good at balancing performance and comfort.
As Raynal points out, it's well built with soft and nice-looking materials throughout the cabin, which has a good number of cubbies to hold stuff. Our test car is loaded to the brim with $20,000 worth of options, which is nice. It's just that more than $70,000, the X5 is rather difficult to comprehend at first.
However, the big news here is BMW's clean diesel turbocharged I6 under the hood, and it's a good piece. When it comes to base price, it falls nicely in between the gas I6 and the V8 model. There's a premium of $3,700 for the diesel over the gas I6 and it undercuts the V8 by a cool $5,000. Oh, and if you buy the diesel, you are eligible for up to a $1,800 tax credit under the IRS's advanced lean-burn technology motor-vehicle tax credit. Not too shabby.
With monster torque, the engine scoots the X5 up to speed with ease. According to BMW, 0 to 60 mph comes in 6.9 seconds. It remains smooth as the revs build, and you would have a tough time realizing it's a diesel if you weren't paying attention. There is a little clanking initially at idle and launch, but that's it.
Topping things off is the great range diesels allow for. A little more than a half a tank of fuel got us a little more than 300 miles with mixed driving.
The downside? Most diesel-fuel pumps I've used have been nasty.
2009 BMW X5 xDrive35d
In Fleet: April 3-17
Base Price: $52,025
As-Tested Price: $72,120
Drivetrain: 3.0-liter twin-turbocharged diesel I6; AWD, six-speed automatic
Output: 265 hp @ 4,200 rpm, 425 lb-ft @ 1,750-2,250 rpm
Curb Weight: 5,225 lb
Fuel Economy (EPA/AW): 22/21.5 mpg
Options: Sport package including 19-inch wheels with all-season tires, electronic damping control, sports leather steering wheel, comfort seats with lumbar support, shadowline trim, anthracite headliner ($3,700); premium package including automatic tailgate operation, universal garage-door opener, digital compass mirror, auto-dimming mirrors, lumbar support, BMW assist ($3,400); technology package including rear-view camera, park distance control, navigation system ($2,600); active ventilation seat package including active seat for driver, front ventilated seats ($2,100); premium sound package including premium hi-fi system, six-disc DVD changer ($1,850); rear-seat entertainment ($1,700); cold-weather package including heated steering, ski bag, heated front seats, heated rear seats, retractable headlight washers ($1,250); head-up display ($1,200); comfort access system ($1,000); satellite radio with one-year subscription ($595); iPod and USB adapter ($400); running boards ($300)

Toyota to slash new Prius price to match Honda Insight

Toyota Motor Corp. is going for the jugular with its redesigned Prius, setting a 2.05 million yen starting price ($20,750) in Japan that is on par with the newly released Honda Insight.
Toyota notified Japanese dealers of the cutthroat pricing policy for its redesigned 1.8-liter gasoline-electric hybrid on March 25, dealers in Japan say.
Toyota has not yet officially announced pricing and declined to comment.
The move stokes a high-stakes price war between the Prius and the Honda Insight, which went on sale in the United States in March starting at $20,470, including delivery. The third-generation Prius goes on sale next month and had been expected to start around $24,000.
Aggressive U.S. pricing likely
Bringing the starting price down to Insight levels will steal Honda's thunder as purveyor of world's first affordable hybrid vehicle. Toyota's pricing strategy for the Prius in the United States is still unclear. But if Japan is any guide, it will be very aggressive.
In Japan, a bottom-rung Prius at 2.05 million yen ($20,750) would cost the same as a middle-trim Insight. Toyota might use the price to lure buyers and switch them to higher grades.
The best-trim Insight tops out at only 2.21 million yen ($22,370) in Japan. But a fully-loaded new generation Prius will stretch out to 3.27 million yen ($33,100), dealers say.
"It's great news for me, but the dealer margins are lower than ever," one dealer said.
The current generation Prius starts at 2.331 million yen ($23,590) in Japan.
A newer Prius that is also cheaper will be an easier sell against the archrival Insight. It is not only bigger and roomier than the Insight, it boasts much better mileage. The Insight has an EPA rating of 40 mpg city/43 highway, while the Prius gets 51 mpg city/48 highway.
Current Prius stays on sale
At the same time, Toyota will continue selling the current generation Prius in Japan alongside the new version, which is expected to hit showrooms here May 18.
Toyota will redesign the interior of the current Prius and knock down its price to 1.89 million yen ($19,130) to match the bottom-trim Insight, dealers say.
Rebadged as the Prius EX, it will target mainly fleet customers.

Suzuki sedan heads for December introduction in the United States

It's been awhile since we've shown you some spy art of Suzuki's upcoming sport sedan foreshadowed by the Kizashi concepts.
But we got a fresh look at the car on Thursday--with the "spy" art helpfully provided by Suzuki. It was attached to a "save the date" e-mail to members of the North American Car and Truck of the Year jury.
American Suzuki PR honcho Jeff Holland says the sport sedan goes on sale here in December.
As you can probably tell, Suzuki has been using Germany's Nürburging to hone the sedan's handling prowess.
While this is a look at the sedan--which Suzuki plans to pit against cars such as the Honda Accord and the Ford Fusion--the Kizashi concepts also have previewed potential wagon and crossover body styles.
We expect buyers will get a choice of inline four-cylinder and V6 engines. All-wheel drive is probable for the crossover version.

Classic Car Club founder, Packard enthusiast dies at 82

The Packard world has lost one of its most avid enthusiasts. Robert Turnquist, a longtime fan of the luxury marque and one of America’s early car collectors, died April 4 at the age of 82.
Turnquist helped develop collecting from its formative years into the expansive business it is today. He was an important founder of the Classic Car Club of America in 1952, and served as its president for six years. He loved cars, but Packards were his favorites--and the subject of his book The Packard Story. He also collected and showed the cars at the Pebble Beach and Meadow Brook concours.
He was the owner and president of Hibernia Auto Restorations, a business in New Jersey that has restored more than 700 cars, including 120 Packards. He was a longtime resident of Morris Township, N.J.
Turnquist was a member of the Antique Auto Club of America and served on the advisory board of America’s Packard Museum in Dayton, Ohio. Visitors to the Gilmore Car Museum in southwest Michigan are greeted by a replica Shell station, which Turnquist and his wife helped fund. He also helped write the historic license-plate law in New Jersey in 1963.
Born in Brooklyn, N.Y., Turnquist served in the Air Force from 1945 to 1946 and graduated from Rutgers University in 1950. He was profiled by Hemmings Motor News in August 2005, where he reflected on the state of the hobby he helped shepherd into an industry.
“The hobby today is just beyond belief,” Turnquist told the publication. “It’s easier to restore a car now than it was when I got started, because the parts availability is just so much better.”
Turnquist is survived by his wife of 55 years, Sunny. A service will be held at 3 p.m. Tuesday, April 7, at the Bradley-Braviak Funeral Home in Whippany, N.J. Visitation will be from noon to 3 p.m.

Chevrolet Volt remains on track, but electric grid still poses challenges

Despite General Motors’ looming troubles, development of the Chevrolet Volt rolls on, and 80 new prototypes will be built and tested starting this summer.
GM has been testing versions of the Volt for about a year, and now it’s about to move beyond the “mule,” or more basic stage of prototypes. The car remains on track to arrive in the market in November 2010.
The new test cars will look like the Volt and have its interior--in contrast to current prototypes that use the body of another Chevy compact sedan, the Cruze.
GM is so optimistic about the technology, it’s working on the second-generation of the car’s propulsion system, called Voltec. It has asked the federal government for an additional $2.6 billion in loans to build hybrids, which would expand the Volt program. Previously, the company announced plans for an Opel version, called the Ampera, and revealed a Cadillac concept, the Converj, at the Detroit auto show.
Still, the Detroit automaker faces challenges with the Volt, including charging the batteries once the car arrives on the market. Most notably, there are few public places for consumers to power up electric cars, and GM says incentives such as free parking and free charging could smooth the adjustment period for consumers.
“We need to accelerate the adaptation rate,” said Tony Posawatz, the Volt’s vehicle line director.
The car is expected to have a range of 40 miles on electricity--or the distance of most commutes--and then a generator kicks in to extend travel distance up to an additional several hundred miles. It also will have technologies such as low-rolling resistance tires and a sound system that uses less energy to further the Volt’s green credentials.
“It’s quite conceivable that 70 to 80 percent of people will use no gasoline at all,” Posawatz said.
Ironically, therein lies a problem, as there is little infrastructure currently set up to charge electric cars in dense urban areas or at workplaces. Solutions include utility companies stepping in to support public charging, governments offering it as a service, or startups launching to capitalize on a new industry.
“It’s very expensive, and it’s very complicated,” said Mark Duvall, electric transportation director for the Electric Power Research Institute.
Though the infrastructure could pose challenges, experts say the grid can more than handle the additional burden of charging electric cars. The Volt uses roughly the same amount of electricity as three plasma-screen televisions over the course of a year, according to estimates.

Ford considers bringing 305-hp Focus to U.S. market

Ford may add a 300-plus-hp Focus to its U.S. lineup.
The Focus RS, a three-door hatchback sold in Europe, is powered by a turbocharged 2.5-liter five-cylinder Volvo engine with 305 hp.
Hermann Salenbauch, Ford Motor Co.'s director of advanced product creation and global performance, says the decision to sell the Focus RS here will depend on reaction from U.S. car enthusiasts, such as Focus SVT owners.
Ford is looking for "feedback from the media and customers," he says. "How much do they like it? Is it really what they want? We are pretty confident that it is."
The restyled, Europe-engineered 2011 Focus goes on sale here in late 2010, replacing the current model. The car will be assembled in North America. The RS model for the United States would be based on that platform, Salenbauch says. He did not say when it would arrive.
The three-door Focus SVT, a high-performance model, was discontinued during the 2004 model year. It had a $19,205 sticker, including shipping. Salenbauch says an RS model would be priced higher.
British magazine AutoCar published a gushing review of the Focus RS: "Remortgage the house, rob a bank, sell yourself, sell your own grandmother, just do whatever it takes to put an RS on your drive."

Porsche Panamera designer focused on rear-seat passengers

There's no mistaking it for anything but a Porsche, but with four doors and four full seats, the Panamera is like no previous Porsche.
Styled by a team of in-house designers under the direction of Michael Mauer, the Panamera is 195.7 inches long, 76.0 inches wide and 55.8 inches tall--making it slightly shorter but wider and lower than the Maserati Quattroporte, with which it shares a coupelike profile.
As with all such silhouettes, "the real challenge is giving the rear-seat passengers enough headroom," says Mauer. "The way that was done was to give a visual message that it's a coupe--look at the chrome around the window--but make the roofline higher."
Unlike the Pininfarina-designed Maserati, however, the new Porsche has a large liftback, for easy access to the trunk. And the rear seats are individual, with tall backrests that can be electronically reclined. Nominal trunk capacity is put at 15.7 cubic feet, but folding the rear seats increases capacity to 44.7 cubic feet.
Giving the Panamera ample luggage space was key, says Mauer, as was making the car a genuine four-seater and not just another 2+2. Even the tallest folks will find plenty of headroom, legroom, shoulder room and hip room in back. But all will be grateful for the omission of a center seat. "It's a true four-seater, not a five-seater with a compromised middle seat," says Mauer. "By putting only two seats in back, we were able to move the rear seats closer together and get the body to taper back."
According to Mauer, tapering the body is what keeps the Panamera looking like a Porsche, along with other design decisions all over the body.
The Panamera will be available with the choice of two 4.8-liter V8 direct-injection engines, both now in use in the Cayenne. The S and the 4S models get a naturally aspirated engine rated at 394 hp at 6,500 rpm and 369 lb-ft of torque at 3,500 rpm. In turbocharged form, the four-valve-per-cylinder engine delivers 493 hp at 6,000 rpm and 516 lb-ft of torque at just 2,250 rpm.
Gearboxes are a standard six-speed manual on the S and, for the four-wheel-drive 4S and Turbo, Porsche's newly introduced seven-speed dual-clutch PDK unit. Both are mated to an automatic stop/start system, a first for Porsche, which reduces fuel consumption by shutting off the engine when the car comes to a stop.
Porsche claims the Panamera is good for 0-to-62-mph times of 5.6 seconds, 5.0 seconds and 4.2 seconds, respectively, for the S, the 4S and the Turbo. The Turbo also is capable of hitting 100 mph in 9.0 seconds and reaching a top speed of 188 mph.
North American sales will start in October, with prices of $89,800 for the base rear-wheel-drive Panamera S and $93,800 for the four-wheel-drive Panamera 4S. Topping the lineup will be the extensively equipped four-wheel-drive Panamera Turbo, with a $132,600 price on par with the Quattroporte GTS and the upcoming Aston Martin Rapide.

Cadillac Escalade Hybrid more about show than saving fuel: A short stint review

In fleet: Jan. 21-30As-tested price: $75,330Drivetrain: 6.0-liter V8; 4WD, two-mode electric-hybrid transmissionOutput: 332 hp @ 5,100 rpm, 367 lb-ft @ 4,100 rpmCurb weight: 6,016 lbFuel economy (AW): 14.5 mpg
OUR TAKE: The first thought when driving this huge mass is of that snobby pitchman driving an Escalade in the television ad saying, "They ought to hybrid this." Aside from the horrible use of "hybrid" as a verb, after driving this allegedly environmentally friendly machine, we're not convinced.
It's not that it doesn't work well enough, but the vehicle makes no sense on several fronts, from list price to the gaudy badging to its really gross 6,000-pound-plus curb weight. What kind of planning goes into putting expensive, fuel-saving hybrid technology into a vehicle that weighs more than the light-vehicle limit of 6,000 pounds, and therefore doesn't help your Corporate Average Fuel Economy figures? By simply using slimmer seats (or dumping the power-retractable running boards), Cadillac could have saved the 16 pounds or so necessary to get this vehicle into the fleet average, which can't hurt when half of your sales are trucks and SUVs. As is, though, it's a pretender, acting the part of being more efficient while still sucking down a gallon of gas every 12 to 14 miles or so. It's sort of like solo living in a 4,000-square-foot house but thinking everything's OK because you're using solar panels and a heat pump.
We understand the idea of General Motors putting hybrids in big SUVs people really feel they need and commend the automaker for promoting hybrid technology in general, but this one pushes the envelope beyond reason

Limited-edition Maybach Zeppelin set for Geneva motor show reveal

For Maybach's latest limited edition, the ultra-luxury carmaker revives another nameplate from its past. Previously it brought back the drop-top Landaulet, but now Maybach is using the Zeppelin badge that last appeared on the DS8 Zeppelin of the early 1930s.
While not as visually extreme as the Landaulet, the new Maybach 57 and 62 Zeppelin models, which debut at the Geneva motor show, will turn heads with what's under the hood. The 6.0-liter biturbo V12 engine enjoys an additional 28 hp for a total of 640 hp and 738 lb-ft of torque to make the Zeppelin the most powerful Maybach model to date.
For the special model, Maybach uses a two-tone paint scheme with the majority of the car painted in taiga black and a rocky mountains light brown strip running the along the car's shoulder line. Of course, customers can request any paint combination they can possibly think of. The 20-inch chrome shadow painted rims and streamlined mirrors are new.
The interior features a contrasting California beige and Stromboli black leather scheme, piano lacquer finish trim, a topstitched dash and door panels and lambskin carpets. A partition screen is optional on Maybach 62 versions.

A perfume atomizer is a $5,000 option on the Maybach Zeppelin.
Also available is a Maybach exclusive perfume atomizer. The unit is an illuminated Plexiglas sphere that sits on the rear center console. Passengers insert vials of fragrances developed by perfume maker Givaudan and the system slowly distributes throughout the cabin. The system is activated by rear console button and odor strength is adjusted via a thumbwheel. After 10 minutes, the atomizer automatically turns off.
Maybach will begin taking orders for the Zeppelin on March 3, with deliveries expected to begin in September. The run is limited to 100 units total. Base pricing for the Maybach 57 Zeppelin will come in around $523,000, while the Maybach 62 Zeppelin should sticker for roughly $609,000. The perfume atomizer, available only on the Zeppelin, is a $5,000 option.

DRIVERS LOG: 2008 Saturn Outlook XR

IN FLEET: April 30 - May 16AS-TESTED PRICE: $43,280DRIVETRAIN: 3.6-liter V6; awd, six-speed automaticOUTPUT: 275 hp @ 6600 rpm, 251 lb-ft @ 3200 rpmCURB WEIGHT: 4905 lbFUEL ECONOMY (EPA/AW): 18/14.8 mpg
EXECUTIVE EDITOR WES RAYNAL: This weekend had each kid doing a different sporting activity, seemingly at the same time, so there was a lot of hauling of people and equipment going on. I couldn’t have asked for a better car in which to do that. The Outlook’s ride is good, the power is decent, the transmission is smooth (though it still seems to hunt around some), and there is a ton of room. The build quality inside could use a slight upgrade, but then again, this is the cheapest Lambda-platform vehicle, probably the one that will be killed once the Chevy comes onstream.
EDITORIAL ASSISTANT JONATHAN WONG: I don’t share Raynal’s enthusiasm. These crossovers are surely great to shuttle a load of kids and gear, but I was disappointed with the engine-and-transmission combo. It’s a lot to ask this V6 to lug around so much weight, and the trans is really slow to downshift. One thing the weight is good for is thrashing through the rain. It effortlessly slices through puddles and stays composed at all times. And it’s dampened well to take the edge off on our poor roads.
SENIOR EDITOR BOB GRITZINGER: This is a fine vehicle, the one Saturn has needed for years, but it strikes me as too little, too late. GM should have developed these vehicles when the first crossovers appeared on the horizon (Acura MDX, Lexus RX300). I like the Outlook a lot, but I can’t help thinking that with fuel at $4 per gallon, I’m not the only one who likes Saturn’s cheaper, more economical Vue a lot more.

Lotus flowers: Exige S 240 and 2-Eleven

Lotus Exige S 240 and 2-Eleven
When you were a kid and you got a radio-controlled car, didn't you imagine how cool it would be to be the size of GI Joe and able to climb inside and drive it? That feeling is what the new crop of Lotus sports cars is like. It's just as cool as you imagined it would be, and it's a good way for GI Joe to meet Barbie, too.
We recently got to climb inside and drive the new 2008 Lotus Exige S 240 and the fabulous new 2-Eleven track car, which would make GI Joe leave Barbie far behind, pouting and wanting to drive it.
It seemed only a few years ago that Lotus was about to drive off the edge of the map in the U.S. market, but the company now offers seven models to American customers. All of them share the same bonded, extruded-aluminum chassis, that wonder of lightness that weighs only 150 pounds. All have variations of the 1.8-liter Toyota four with six-speed manual. And all will make you seek out and attack twisting roads for as long as your kidneys and vertebrae can stand it.
We spent a day on the west loop of Spring Mountain Motorsports Ranch in Pahrump, Nevada, far more interesting than the constant radii of Spring Mountain's east half, and found it perfectly matched to a flock of Loti.
First around the loop was the Exige S 240. This new model has 20 more hp than the Exige S--which has been out for a year--thanks to recalibrated engine management, high-flow injectors and a roof scoop that gets more air to the intercooler. The clutch also was upgraded to handle the increase.
Brakes are now 308 millimeters in front with four-piston calipers and 282 in the rear with two pistons and upgraded pads and hydraulic lines.
Right off the line, you appreciate the car's new launch control, a unique program that lets you predetermine redline and wheelspin. Simply adjust the knob on the steering column, floor the throttle, and dump the clutch. Repeat as necessary. Results for 0 to 60 mph should be in the four-second range.
Once launched, you can select the amount of rear-wheel slip you want out on the track by setting the traction control for anywhere from 0 to 10 percent slip.
"It is not stability control," emphasized engineer Nick Adams.
For only $1,650 more, you should get the track package, which adds adjustable ride height, front roll bar and Bilstein dampers. Our first laps were with the Bilsteins set on the default setting of 3, but after a little plowing around, we went out in an Exige with 8 front and 7 rear, the numbers Adams set for this track, and felt much more capable going through all the wacky radius turns. The 8/7 setup made the car stick much better over bumps and stabilized it in transitions between turns. On the 3/3 setting, it was easier to make it understeer and oversteer all over the place. Isn't it cool, we thought, that here is a car so finely balanced that you can feel these differences?

RICHARD DOLE
Lotus 2-Eleven
Lotus 2-Eleven
Cool, yes, but the 2-Eleven made us forget all about the other Loti that were available that day. Made by Lotus Sports, it is a thorough reworking of the already delightful chassis. By removing any pretense of creature comfort, along with the roof and most of the windshield, engineers sliced out almost 500 pounds, bringing curb weight to an astonishing--even for Lotus--1598 pounds. Side members are beefed up, and there is a nice roll bar that is almost SCCA-ready, Adams says. With more chip tuning, output rises still more, to 252 hp and 179 lb-ft of torque.
We got three laps in this superb car, easily one of the best track-day vehicles we've ever been in. You could spend several seasons experimenting, trying to find this exact balance in any number of lesser cars; in this one, the lads from Hethel have already done it for you. It's wonderfully loud and perfectly fast; it holds on and on through the longest corners and powers smoothly and wonderfully out of them. It's like a dream.
Upon awakening, you'll be told that it costs $78,500 and can't be driven on the street. But who cares? They have trailers, don't they? And it's street-legal in most of Europe. So move there--nice racetracks to drive it on and everything.
Of course, you still can get a perfectly balanced, highly tossable Lotus Elise for $46,270, which offers the same (sort of) 190-hp, 1.8-liter Toyota four attached to a six-speed manual. Add a supercharger and/or a roof, and you get an Elise S/Exige S with a 1.8 that jumps to 220 hp. Not to mention that cosmetically "enhanced" California model, the very limited S Club Racer and the supercharged Elise SC.
The point is, there are seven models now from Lotus, all superb drivers even if they're miserable as everyday transportation. Who wants everyday?
SPECS
LOTUS EXIGE S 240
ON SALE: Now
BASE PRICE: $65,815
DRIVETRAIN: 1.8-liter, 240-hp, 170-lb-ft supercharged I4; rwd, six-speed manual
CURB WEIGHT: 2077 lb
0-60 MPH: 4.0 seconds (manufacturer)
FUEL ECONOMY (EPA): 25 mpg
LOTUS 2-ELEVEN
ON SALE: Now
BASE PRICE: $78,500
DRIVETRAIN: 1.8-liter, 252-hp, 179-lb-ft supercharged I4; rwd, six-speed manual
CURB WEIGHT: 1598 lb
0-60 MPH: 3.8 seconds (manufacturer)
FUEL ECONOMY: N/A

2010 Lotus Exige S breaks cover at Geneva

The 2010 Lotus Exige S is breaking cover at the Geneva motor show with some subtle styling changes that improve aero and drag, while giving the pocket rocket an even more muscular stance.
The refinements up front were done with an eye toward helping the potent engine remain cool and breathe even better. There’s a larger, more angled air intake, flanked by two more vents that help pull air to the oil coolers.
There’s also a new composite splitter that wraps around the front end, and lips on the side deflect air around the tires to further cut drag.
In back, the wing is 7.1 inches wider, 1.8 inches higher and 2.4 inches farther back. The downforce figure is maintained at 93 pounds at 100 mph. The wing is based on the design of the Exige GT3 concept shown at Geneva in 2007.
Lotus announced European specs at the Geneva show, but North American figures are still up in the air. Look for EPA numbers of 20 mpg city and 26 mpg highway, with a reduction of carbon-dioxide emissions.
The powertrain lineup hasn’t been set, but it could be narrower for 2010. Look for one motor, the supercharged 1.8-liter unit that makes 257 hp and is currently found in the Exige S260, to be the prevailing one. The car also would have a limited-edition version, but it is likely to get the same engine.
The car for North America likely will check in at about 2,077 pounds, the figure of the current Exige S240.
Inside, the stylish dials return, and there’s a high-definition screen that displays vehicle information set in liquid crystal. The warning signals are hidden until lit--why worry if everything’s fine in this demon?
Launch control, a feature on the current car, allows drivers to decide the number of revs they want to use from a standing start; then punch the throttle and sidestep the clutch to take off with some gusto. Traction control can be varied in plenty of increments--30, count ’em--to make for 0 percent to 7 percent tire slip. Or turn it off entirely.
The suspension is a fully independent configuration and has wishbones of unequal length. There also are Eibach springs, one-way adjustable Bilstein gas dampers, and an adjustable antiroll bar, which lets the driver set the handling feel to taste.
Brakes are cross-drilled and ventilated, measuring 308 millimeters in front and 282 millimeters in the rear.
The car launches in Europe in May, which precedes the North American debut in the fall. Look for more details of the States’ version of the powertrain and other specs to be unveiled in August.

Lotus Elise SC

ON SALE: NowBASE PRICE: $54,500DRIVETRAIN: 218-hp, 155-lb-ft supercharged I4; rwd, six-speed manualCURB WEIGHT: 2006 lb0-60 MPH: 4.4 secFUEL ECONOMY (EPA): 22 mpg
"We're a little niche," said Lotus executive engineer Dave Minter. "And that's a little niche in a niche."
That is the Lotus Elise SC, the little roadster with a supercharged but not intercooled engine set in one of the most delightfully agile chassis you can buy.
There are seven variations of this basic funbucket from Lotus, none straying far from the others. But the more you drive them, the more you appreciate the subtle differences.
Of the seven, this one might be the best combination of day-to-day "comfort" and fun-to-drive tossability. With a collapsible toplet on, getting in and out is still about as easy as for an '80s short-track stock car. You slither, crawl, beg and finally flop onto the pavement next to the door like a docked tuna. Ergonomics are typically Lotus-unpleasant, from starting procedure to location of HVAC controls. The outside mirrors droop. The inside mirror vibrates out of alignment.
But after a day's drive, we felt no pain. Actually, we were grinning like moon-eyed converts at a torque rally.
The SC offers the precision steering and handling for which Lotus is famous and more power to use with it. A Magnus-sen M45 supercharger adds 29 hp and 23 lb-ft of torque to the normally aspirated version of the 1.8-liter four. Power peaks at 218 hp, and torque tops out at 156 lb-ft. That upped output is also available across a broader band than with the stock motor. (If you also want an intercooler with your supercharger, move to the hardtopped Exige S 240, with 240 hp and 170 lb-ft of torque; but the intercooler is smack in the middle of the rear window and blocks your vision.)
In the average supercar, 29 hp might not mean much. But in a car that weighs just 2006 pounds, it's huge. As in all things Lotus, the basic design dictum with the Elise was lightness. The lightness also helps return 22 mpg EPA combined--not bad for a car that goes from 0 to 60 mph in 4.4 seconds with a top speed of 150 mph.
We drove three SCs over finely twisting two-lanes, with and without the sport package, and liked them all. You could even save the $2,600 cost of the Sport Pack--with forged alloy wheels, Yokohama AD07 Advan tires, 175/55R-16 fronts and 225/45R-17 rears, tuned shocks, twin oil coolers and ProBax sport seats-and still have fun. But if you're going to drop $54,500 for the car, get the Sport Pack.
You'll smile the first time you enter a corner. The SC is so light that control almost comes with throttle alone. On corners with enough room and sightline, instead of braking, we entered a bit wide and powered out; brakes were almost unnecessary.
With the future of automotive transport in flux and with ever-increasing fuel-economy standards, small and light could be standard on every car in the future. This little Lotus could be the future of sports-car-dom.

Extreme class: Mercedes-Benz unveils 2010 E63 AMG

Mercedes-Benz's AMG performance division chief, Volker Mornhinweg, offers this procedure for those who want to get the most out of the all-new 2010 E63 AMG:
Step 1. Fully depress brake pedal.
Step 2. Shift transmission to D.
Step 3. Switch electronic stability program to sport mode.
Step 4. Switch transmission to race-start mode.
Step 5. Click upshift paddle to confirm.
Step 6. Fully depress accelerator pedal.
Step 7. Release brake.
To that process, we might add a precautionary Step 8, "Hang on for dear life," because this version of the all-new E-class sedan looks like a rocket just waiting for someone to light the fuse.
Set for its global debut at the New York auto show, the high-performance E63 AMG will arrive in November, following the midsummer release of the 2010 E-class sedan and coupe. And while the new E-class is a surprise in itself, the E63 is more of a shocker--a statement that the E-class is leaping well beyond its staid past to establish itself as a clear alternative to BMW's M sedans and Audi's S models, among others.
Completely restyled sheetmetal--along with powertrain, suspension, interior and safety-equipment improvements--highlight the 2010 model. The E63 picks up much of the reborn E-class styling, taking it to an extreme level with wider fenders, side skirts, AMG-specific front and rear fascias and quad rectangular tailpipes. Inside, sport seats and a four-spoke AMG steering wheel with shift paddles and a center-console-mounted shift lever are among the special features.
Under the hood, the 6.3-liter V8 continues from the previous model, with improvements that increase horsepower by 11, to 518 hp (torque remains at 465 lb-ft). At the same time, fuel economy is up by 12 percent (to more than 17 mpg combined) thanks to more efficient engine management and reduced cylinder-wall friction, along with the shift to the multidisc wet-clutch AMG Speedshift MCT seven-speed automatic transmission. It's that tranny, previously offered only in the SL63 AMG, that promises the largest jump in the E63's fun-for-the-money ratio, featuring the race-start option, which provides maximum possible acceleration, along with four other settings: controlled efficiency, sport, sport plus and manual.

A picture of The command center of the new E63 AMG.
The command center of the new E63 AMG.
Chassis upgrades include AMG's newly developed electronic ride and damping control, which uses air springs in the rear to maintain constant height and variable shock settings to reduce body roll. A new front axle, with a wider track and a design that migrates from the C63 AMG, improves grip, while a 22-percent-quicker steering ratio adds responsiveness and precision.
An optional AMG Performance Package adds 19-inch wheels and tires, a stiffer suspension, a partially locking rear differential and a three-spoke AMG steering wheel. Oh, and a revised top speed of 186 mph (up from 155 mph).

Mercedes to honor Stirling Moss with SLR model at Detroit show

The end of the line for the current SLR comes next year, but it’ll be going out with a bang. Mercedes announced that the final chapter of this generation will debut at next month's Detroit auto show. The SLR Stirling Moss is the second in the line to commemorate the legendary racer following the 2007 release of the SLR 722 Edition honoring Moss’s 1955 Mille Miglia race win.
The SLR Stirling Moss adopts drastic styling revisions hearkening back to Moss’s SLR 300, with the carbon fiber body being sculpted in an arrow-shaped form, exclusive front fascia, long hood line and short rear overhang. The car also forgoes a windshield or roof, but will have two small wind deflectors to reduce the airflow penetrating the cabin. Further nods to the past include: air scoops that house roll bars behind the passenger compartment, black ventilation gills affixed to the side and behind the front wheels and high side skirts.
Mercedes took a minimalist approach with interior accommodations and simply lined the surrounds with carbon fiber, aluminum and high-quality leathers. An aluminum plate is engraved with Moss’s signature and is mounted by the shifter. The cabin can be enclosed by two tonneau covers that are stored in the trunk when not in use.
Power comes from the 5.5-liter supercharged V8 that also powered the 722 Edition with 650 hp, enabling the SLR Sterling Moss to hit 60 mph in less than 3.5 seconds and reach a top speed of 217 mph. Lots of wind tunnel work help make sure the Sterling Moss generated enough downforce to achieve high speeds safely--thanks largely to the SLR’s closed underbody and the larger rear diffuser special to the model.
Production of the limited-run of 75 units begins next June and will carry a sticker price of 750,000 Euros, or a little north of $1 million. Unfortunately, it will not be available in North America due to certification issues--mostly because of the lack of a windshield. As the most exclusive member of the current SLR family, Mercedes will only be offering it to select customers that already possess keys to a SLR in Europe.

Special-edition Mercedes-McLaren roadster planned

Mercedes-Benz has confirmed McLaren will build a special-edition version of the SLR roadster, called the 722 S.
Set for delivery in January, the high-priced two-seater will be limited to a production run of just 150 units.
Conceived to deliver a more sporting drive than standard versions of the SLR roadster launched last year, the 722 S gets a reworked double-wishbone suspension with unique springs and dampers that lower ride height by 0.4 inch. Power comes from the same supercharged, three-valve-per-cylinder 5.4-liter V8 used in the earlier SLR 722 coupe, delivering 650 hp and 604 lb-ft of torque. Mercedes-Benz claims the 722 S will run from 0 to 62 mph in 3.7 seconds, and 0 to 124 mph in 10.6 seconds, with top speed put at 208 mph.
The new car will be the last of the standard SLR models. Next up? A swan-song speedster version of the SLR, minus the windshield and roof.

Audi to show rugged A4 allroad in Geneva

While Audi's A6 allroad quattro didn't resonate in North America and ultimately was discontinued after the 2005 model year, it did enjoy mild popularity in Europe and continues to be sold there.
Now Audi plans to bolster the line with the addition of the A4 allroad quattro that's set to make its first public appearance at next month's Geneva motor show.
Beginning with an A4 Avant, Audi improves its off-roading abilities by raising the ride height by 37 millimeters to 180 millimeters and widening the track in front and rear by 20 millimeters. Stainless-steel underbody plates provide additional protection from rocks and gravel, and 18-inch, 10-spoke wheels wrapped in allroad-specific tires are added. Finally, an off-road detection technology program is implemented into the stability-control system allowing for more wheelspin.
To look the part, Audi designed specific front and rear fascia, a grille and extended fender flares.
Powertrain options include a 2.0-liter turbocharged four-cylinder with 211 hp and two diesels: a 2.0-liter four-cylinder turbodiesel with 170 hp and 258 lb-ft of torque or a 3.0-liter V6 turbodiesel with 240 hp and 369 lb-ft of torque. At launch, the four-cylinder diesel will be available with a six-speed manual transmission, while a seven-speed dual-clutch gearbox will come bolted to the four-cylinder gas engine and the V6 diesel. Additional engine and transmission combos will be available later.
Audi is taking orders for the A4 allroad quattro now in Europe with deliveries to begin in May. According to an Audi spokesman, there is no chance of it making it to the States.

Audi launches A3 convertible

Audi CEO Rupert Stadler drove the first A3 convertible off the production line on Friday.
Audi plans to build 20,000 A3 Cabriolets a year in its Gyor, Hungary, plant, which also builds the TT coupe and roadster sports cars.
"We are convinced that the Hungarian factory, with production of the Audi A3 Cabriolet, will make a major contribution to our strategic objective to build 1.5 million vehicles in 2015," Stadler said.
The convertible will go on sale in Western Europe in February and in central and eastern Europe in March, an Audi spokesman said. Prices will be announced in January.
The A3 Cabriolet has an electric folding soft top roof. It shares the same gasoline and diesel engines as the A3 entry-premium hatchback.
Audi has invested 5 million euros ($7.35 million at current exchange rates) to modify to the TT production line to build the A3 Cabriolet.

American buyers not ready for Audi A1, U.S. chief de Nysschen says

Audi of America President Johan de Nysschen says the United States and its small-equals-cheap mentality isn't ready for premium subcompacts such as the Audi A1, which goes on sale in Europe later this year.
In an interview with Automotive News on Monday, de Nysschen said Audi is "seriously looking" at bringing the A1 to the United States in the car's next generation six to eight years from now. Bringing it here earlier could damage Audi's efforts to build widespread recognition for the brand, he said.
"People who know us consider us very highly, but not enough people know us yet," de Nysschen said in the interview at Audi's U.S. headquarters. "I'd like to get that entrenched much more strongly, and it will probably take us another five to six years. That will be the time that you can kind of roll down the market with a smaller car."
De Nysschen said Audi's U.S. dealers asked for the A1, until they found out what it would cost. European pricing hasn't been set, but the car likely will have a price tag of about 20,000 euros or $25,541 at current exchange rates.
"They said: 'This is impossible. You cannot charge this much for small cars,' " de Nysschen said of the dealers' reaction. "In their mind, they were thinking $18,000, because that's the conditioning our society still has."
The A1 is about 10 inches shorter than the A3, Audi's smallest U.S. model. In Europe, the A1 will compete against BMW's 1-series and Mini models. Both are sold in the United States.

BMW 3-Series: German automaker answers the call for frugality

Just halfway through its life cycle, it would be expected if BMW didn't make substantial changes in the 3-series line, especially considering that four years after its introduction, most enthusiasts maintain that the fifth-generation model remains one of the best sports sedans on the planet, if not the best.
With the downward spiral of the global economy threatening to knock the legs out from under the luxury-car market, BMW is responding in a very serious manner with its mid-cycle enhancement of the 3-series. For 2009, there's a light restyling of the sheetmetal, a vastly improved iDrive controller system and the biggest news: the introduction this month of a 50-state-legal diesel in the 2009 335d sedan.
In U.S.-spec trim, including a urea-injection exhaust-treatment system needed to meet federal emissions standards, the 3.0-liter twin-turbodiesel inline-six 335d gives up little to its gasoline-powered 335i sibling. The all-aluminum diesel's 265 hp is outclassed by the 300-hp gasoline version, but torque jumps to 425 lb-ft--up 125 lb-ft from the 335i.
With curb weight the same, the diesel runs 0 to 60 mph in six seconds flat, just 0.4 second slower than the gasoline model. Yes, you'll pay about a $1,500 premium for the diesel engine, but you'll drive about 35 percent farther on each gallon of fuel in the 335d, which boasts a combined average of 28 mpg. (Yes, diesel costs more, but government estimates indicate that diesel will cost just 15 percent more than regular unleaded for 2009, so you still save at the pump.) Top speed is limited to 131 mph, but adding the sport package boosts that by 10 mph.
Turbo lag is nonexistent, thanks to a two-stage twin-turbo system that uses a small turbocharger for optimal response at lower rpm--the engine produces 390 lb-ft of torque at as low as 1,500 rpm--while the larger turbo serves as a precharger for the small turbo at lower speeds and takes more than 95 percent of the boost work at higher engine speeds. The engine also employs the same high-pressure direct-injection system used on BMW gasoline engines.

A picture of We can live with this: New direct-select function buttons are part of BMW's efforts to improve and simplify the iDrive control system.
We can live with this: New direct-select function buttons are part of BMW's efforts to improve and simplify the iDrive control system.
As a result, the diesel offers serious scoot from a standstill, and it stays strong right up to the 5,500-rpm redline. While we noted some lag in the midrange--looking for highway-speed passing power, for instance--most of the delay was in the standard six-speed automatic transmission's reactions to paddle-shift inputs. When set in D-sport mode, the tranny downshifted smartly on throttle kickdown, providing ample oomph in passing situations. The automatic will be the only gearbox offered with the diesel in the United States.
The chassis story is a familiar one, at least to those familiar with the 3-series. The same tried-and-true suspension, brakes and precision-feel steering carry over to the diesel. The biggest change--the one that will allow BMW to sell the 335d in every state--is the BluePerformance diesel-exhaust-treatment system.
The system uses a catalyst, a particulate filter and urea injection to clean the exhaust and reduce the level of nitrogen-oxide emissions. The urea, which BMW calls AdBlue, comes from a two-tank system that uses a 1.6-gallon active tank and a 4.5-gallon reserve. BMW says the tanks hold sufficient urea to treat emissions for the 15,000-mile period between recommended oil changes.
An instrument-panel signal will indicate when the tank is within 1,000 miles of empty; the light will become steady when that falls to less than 200 miles, and, once empty, the car will restart just five more times. The engine will never stop running if the tank runs out while the car is on, but after five starts, it won't restart until the tank is refilled. The cost of refilling the urea is included in covered scheduled maintenance for the first four years or 50,000 miles. BMW did not have an estimate for the cost of postwarranty urea-tank refills.
Look for the same powertrain and emissions system to appear on the X5 xDrive 35d sport-utility vehicle when it arrives in the States in January. The X5 diesel gets a modified system with a low-pressure exhaust-gas recirculation system to further reduce NOx emissions produced by a powertrain pushing a heavier vehicle. BMW says it is considering the 3.0-liter twin-turbodiesel for other U.S. models, such as the 7-series, but has yet to commit to a time frame for those models.

A picture of FREE
Most of the 3-series sheetmetal is carryover, but the restyled hood now features prominent creases that accentuate the reworked front fascia and headlights. Rear lamps also are revised, using LED clusters to illuminate the L-shaped, two-piece taillights.
Diesel power aside, the other major change for the 3-series comes in the form of an all-new iDrive multifunction controller. Mimicking the Audi Multi-Media Interface, with direct-selection function buttons surrounding the central controller knob, this is an iDrive with which we can finally live. Gone are the multidirectional zones requiring a series of nonintuitive bumps, jogs, pushes and spins of a knob to access audio, navigation, communication and ventilation systems. In their place is a large, high-resolution 8.8-inch screen navigated by means of a series of simple common menus accessed in the same scroll-and-click manner familiar to computer-mouse users.
Functions that a driver often uses while driving--let's say, changing the bass level, navigating to a particular address, calling a certain phone number or tuning in a radio station--can be saved in one of eight bookmark buttons under the center screen. All of that helps, as long as you plug in your bookmarks before you start driving. It's not a perfect iDrive world yet, but it's getting much closer.
The 335d marks a milestone for BMW, mapping a future in the U.S. market in which the automaker will offer a range of no-compromise options for those who want their high-performance BMWs--and the buttoned-down frugal economy of diesels, too.

Lexus reveals more Pebble Beach Edition vehicles

Lexus announced plans at the Chicago auto show to expand its line of Pebble Beach Edition vehicles. Until now only a SC 430 has worn the Pebble Beach badge each year since 2003.
First up is the 2008 Pebble Beach Edition RX 350 and ES 350 that were both on hand at the Chicago show. Production is limited to 6000 units per model with sales beginning for the RX this February and the ES in March.
The Pebble Beach Edition RX 350 has special 18-inch wheels, chrome grille, rear spoiler and a unique interior trim. The Pebble Beach badges will adorn interior floor mats and both front fenders on the outside. Pricing for the package is $3,880 in addition to the RX’s base price-- $38,265 for front-wheel and $39,665 for all-wheel drive models.
For the Pebble Beach Edition ES 350, Lexus adds 17-inch wheels with exclusive liquid graphite finish, semi-aniline leather interior and wood and leather steering wheel. The front fenders and interior floor mats wear Pebble Beach logos. Pricing for the special edition ES has not been announced.
Pebble Beach Edition customers also get to select items from three personalization packages. The Callaway Golf Experience comes with the choice of various golf clubs and balls. A Travel Package includes a luggage set and personalized luggage tags. And the Epicurean Encounter give customers a Viking cutlery set, cookware set and $200 Viking cooking school gift card.

FIRST LOOK: '09 Mercedes-Benz CL550 4Matic

SPECSON SALE: SummerBASE PRICE: $105,000 (est)DRIVETRAIN: 5.5-liter, 382-hp, 391-lb-ft V8; awd, seven-speed automaticCURB WEIGHT: 4600 lb (est)0-60 MPH: 5.3 sec (mfr)FUEL ECONOMY (EPA): 16.5 mpg (est)
Mercedes-Benz is loading on the tech, making its 4Matic all-wheel-drive system standard equipment for the 2009 CL550. The system, which debuted in 2007 in the S-Class sedan, splits torque 45/55 front/rear via a limited-slip center differential within the car's transmission housing. In addition to getting 4Matic, the CL550 trades in its Airmatic suspension for Mercedes' sophisticated Active Body Control system. The car also gets standard heated and ventilated front seats and keyless ignition, but Mercedes says that even with all of the added equipment, the price should remain near its current level, which sits close to $105,000.The rest of the lineup, including the V12-powered CL600, CL63 and CL65 AMG models, continues as rear-drivers with the Airmatic suspension. All 2009 CLs go on sale this summer.

2008 Jaguar XKR

As-tested price: $98,275Drivetrain: 4.2-liter V8; rwd, six-speed automaticOutput: 420 hp @ 6250 rpm, 413 lb-ft @ 4000 rpmCurb weight: 3671 lbFuel economy (EPA/AW): 18/17.7 mpgOptions: 20-inch Senta wheels ($5,000); luxury aluminum-weave pack ($2,500); adaptive cruise control ($2,200); premium sound package ($1,875)
OUR TAKE: This is one of the most beautiful cars made, with an engine growl and a burst off the line more exhilarating than almost anything else on the road, the combination of which will ensure that the XKR is a car we'll see regularly crossing auction blocks 20 years from now. Sure, there are faster and better-handling cars, but none looks this sensual as it speeds away from stoplights.This coupe test car looked even better and was just a little more responsive to steering inputs than the convertible version, leaving some of us wishing we'd opted for the coupe over our long-term ragtop. It also featured a couple of updates over our long-termer, including a black center trim piece that breaks up the aluminum weave. The weave is nice but sometimes can look a bit like tin foil. We also liked the illuminated window switches, something our convertible lacks.Besides those small updates and having a quieter cabin, a handling edge and useful trunk space, it's the same as our convertible and boasts the same potent engine with a cool supercharger whine, showstopping good looks and awesome reflexes.

Mitsubishi tweaks Eclipse for '09

The next-generation Mitsubishi Eclipse got a preview with the Concept-RA at the Detroit auto show. But the current Eclipse coupe and Spyder undergo a light makeover for the 2009 model year.The tweaked Eclipses get a public viewing at the Chicago auto show this week.A simplified lineup deletes SE models to leave only the GS and GT versions.All Eclipses get restyled front and rear bumpers, with the GT sporting a two-tone color scheme. Both models also get new cloth interior fabrics.The GT model adds a dual exhaust to bump output of the 3.8-liter V6 to 265 hp and 262 lb-ft of torque--up from 263 hp and 260 lb-ft. Stability control becomes standard to improve handling. Other changes include a larger rear spoiler and xenon headlights.The 2009 Eclipse is scheduled to hit showrooms in summer.

SHORT STINT--2009 Mitsubishi Lancer Ralliart
As-tested price: $29,915Drivetrain: 2.0-liter turbocharged I4; AWD, six-speed dual-clutch manualOutput: 237 hp @ 6,000 rpm, 253 lb-ft @ 3,000 rpmCurb weight: 3,462 lbFuel economy (EPA/AW): 20/20.3 mpgOptions: Recaro sport package, including Xenon HID headlamps, 650-watt Rockford Fosgate audio system, Sirius satellite radio ($2,750)
OUR TAKE: Call it Evo Lite or Mitsubishi's WRX fighter, but this car was long overdue in the Lancer lineup. Prior to this, there was a substantial gap between the 168-hp GTS and the 291-hp Evolution. A detuned Evo engine powers the Ralliart for a healthy 237 hp, and to give it a dose of technology, Mitsu opted for the dual-clutch transmission from the Evolution MR. No stick-shift is offered, and in the grand scheme of things (i.e., to sell the most cars), it's a good move, though word is some folks at Mitsubishi of America are fighting for it.There are some other Evolution bits found in the Ralliart, such as the all-wheel-drive system, steering and hood. Unfortunately, you don't get the Brembo brakes or suspension, though the suspension does feature specific tuning and bigger brakes over the GTS. The result is a very good light-heavyweight contender to take on the Impreza GT (the former WRX).Steering is lightning-quick, which we love from the Evolution, and the engine has good kick in the middle of the rev band before losing steam up near the top. The chassis is well sorted for commutes but is capable of handling the occasional flog. And unlike the Evo, the Ralliart keeps the full trunk because the battery and washer-fluid bottle stay under the hood.There is a $6,000 jump from this Ralliart to the Evolution, so it's priced right and you get enough components to make this a heck of a daily driver.

2010 Mercedes-Benz E-Class: Now you see it, now you don’t

Get used to seeing, hearing and reading about the redesigned 2010 Mercedes-Benz E-Class, but don’t look for it at the North American International Auto Show. Even though Mercedes chose to “reveal” the car in Detroit (and to publicly release photographs of the car and information about it), the viewing was limited to invited guests from the global automotive media community. The car will not be on display at the Detroit show.The general public will get its first look at the car at the Geneva motor show in March, presumably followed by a U.S. show debut at New York in April. The 2010 E-Class goes on sale in the United States this summer.U.S. models come equipped with two carryover engines, the E350 with a 268-hp, 258-lb-ft V6, and the E550 with a 382-hp, 391-lb-ft V8. Mercedes says all-wheel-drive 4MATIC models and the high-performance E63 AMG won’t be available at launch, but should be on sale later in the year, followed by the 50-state-legal E350 BlueTEC diesel in early 2010. New direct-injection gasoline engines available in Europe won’t be offered in the United States, mostly due to incompatibility with high-sulphur-content unleaded gasoline here, but Mercedes hopes to offer the engines in the future.Styling is noticeably different, drawing on the design previewed in the Concept Fascination show car revealed at the Paris motor show last fall. The design features twin rectangular headlamps, and a rear wheel arch treatment that Mercedes says echoes a styling cue from the famous “Ponton Mercedes” introduced in 1953.A column-mounted shifter, COMAND controller and ambient lighting highlight interior upgrades and changes.New technological features include a drowsy-driver monitoring system, dubbed Attention Assist, and Lane Keeping Assist and Adaptive Highbeam Assist. The car also borrows features from the current S- and CL-class models including Blind Spot Assist and Night View Assist Plus, which recognizes and highlights pedestrians on the central display.

Mercedes to honor Stirling Moss with SLR model at Detroit show

The end of the line for the current SLR comes next year, but it’ll be going out with a bang. Mercedes announced that the final chapter of this generation will debut at next month's Detroit auto show. The SLR Stirling Moss is the second in the line to commemorate the legendary racer following the 2007 release of the SLR 722 Edition honoring Moss’s 1955 Mille Miglia race win.The SLR Stirling Moss adopts drastic styling revisions hearkening back to Moss’s SLR 300, with the carbon fiber body being sculpted in an arrow-shaped form, exclusive front fascia, long hood line and short rear overhang. The car also forgoes a windshield or roof, but will have two small wind deflectors to reduce the airflow penetrating the cabin. Further nods to the past include: air scoops that house roll bars behind the passenger compartment, black ventilation gills affixed to the side and behind the front wheels and high side skirts.Mercedes took a minimalist approach with interior accommodations and simply lined the surrounds with carbon fiber, aluminum and high-quality leathers. An aluminum plate is engraved with Moss’s signature and is mounted by the shifter. The cabin can be enclosed by two tonneau covers that are stored in the trunk when not in use.Power comes from the 5.5-liter supercharged V8 that also powered the 722 Edition with 650 hp, enabling the SLR Sterling Moss to hit 60 mph in less than 3.5 seconds and reach a top speed of 217 mph. Lots of wind tunnel work help make sure the Sterling Moss generated enough downforce to achieve high speeds safely--thanks largely to the SLR’s closed underbody and the larger rear diffuser special to the model.Production of the limited-run of 75 units begins next June and will carry a sticker price of 750,000 Euros, or a little north of $1 million. Unfortunately, it will not be available in North America due to certification issues--mostly because of the lack of a windshield. As the most exclusive member of the current SLR family, Mercedes will only be offering it to select customers that already possess keys to a SLR in Europe.

Hummer H3T prices start at $31,495

It took awhile, but Hummer is getting a midsized truck, the H3T, which will launch with a sticker price of $31,495, including shipping. The H3T is based on the H3 sport/utility vehicle and will arrive in showrooms in September. It has room for five passengers and a five-foot long bed.General Motors says the pickup will cater to a niche that wants Hummer-functionality, but doesn’t need a vehicle as large as the H2 SUT. GM envisions it competing with the Toyota Tacoma and Dodge Dakota.Power comes from a 3.7-liter I-5 rated at 239 horsepower and 241 lb-ft of torque. It’s mated to a five-speed manual, and a four-speed automatic is optional.The H3T comes standard with electronic four-wheel drive, 32-inch tires and skid shields. It also offers front- and rear-locking differentials. The H3T launches amid a period of uncertainty for Hummer. GM has said the brand is under review, and the brand’s sales plunged nearly 60 percent in June.

DRIVERS LOG: 2008 Lexus IS-F

2008 Lexus IS-FIN FLEET: April 8-16AS-TESTED PRICE: $61,674DRIVETRAIN: 5.0-liter V8; rwd, eight-speed automaticOUTPUT: 416 hp @ 6600 rpm, 371 lb-ft @ 5200 rpmCURB WEIGHT: 3780 lbFUEL ECONOMY (EPA/AW): 19/15.0 mpg
MOTORSPORTS EDITOR MAC MORRISON: This car is by far the best and most enjoyable Lexus to date, and my first impression is that it’s right up there with German performance sedans. The big V8 sounds terrific and imposing, and there is a ton of power and much more torque than in the BMW M3, giving it a character that differs greatly from the M3’s screaming, high-revving V8. Once you get into the mid-range, the engine--and its sound--hits the sweet spot. With the pedal to the floor, you can dispatch 99 percent of cars without a second thought. Perhaps more of a testament to the work done here is that you actually want to drive this IS-F hard at all times. That alone is a Lexus first. The chassis is hugely flickable. The steering--while not BMW-sharp--never betrays you or makes it difficult to place the car right where you want it or correct things when you get the chassis out of balance. Indeed, you can (finally!) get this car out of line, as Lexus offers an off switch for the traction and stability control.I wasn’t thrilled with the eight-speed paddle-shift automatic. I mean, really, eight speeds? Fine, it’s a benefit to fuel economy, but when driving the car in manual-shift mode and cruising on the freeway at 75 mph, it’s annoying to have to click down four or even five times on the paddle when you want to make a passing move or just experience a brief rush of acceleration. I will credit the gearbox for executing nicely matched downshifts, though upshifts would be more fun if they went through a bit faster. Overall, the transmission is competent. While I wasn’t thrilled with it, neither was I disgusted.Perhaps the biggest compliment I can give the IS-F is that it doesn’t feel like a Lexus, and it triggers emotions and actions that none of the company’s previous cars ever has. This car has been on the radar for quite some time, and it was definitely worth the wait.

2008 Lexus GS 460

IN FLEET: Jan. 28-Feb. 4AS-TESTED PRICE: $59,541DRIVETRAIN: 4.6-liter dohc V8, rear-wheel drive, eight-speed automaticOUTPUT: 342 hp @ 6200 rpm, 339 lb-ft @ 3600 rpmCURB WEIGHT: 3945 lb FUEL ECONOMY (EPA): 19.6 mpg
Editor's note: Today's Short Stint car provoked strong opinions from two of our top editors.EXECUTIVE EDITOR WES RAYNAL: I am underwhelmed with Lexi. I find them for the most part to be gussied-up Toyotas, with all the lack of passion, soul and fun that implies. And as much as the Lexus family makes me shrug and go, "whatever," I am most specifically unimpressed with its GS line of vehicles. GSs have always been my least favorite. This particular GS 460 is a mighty fine example. Let's start inside: The ergonomics are a bit of a mess (putting switchgear behind drop-down panels bugs me), the build quality is way below Lexus standards, and it's cramped in there. I know it's a cliché to say a car is "Lexus quiet." Well, this one wasn't.On the road, the ride is a bit too harsh for my tastes, and over even slightly nasty potholes, you'll get some suspension crashing. The steering reacts slowly to my inputs.I like midsize luxury sedans. I like the Audi A6 and S6, the BMW 5 Series, hell, I even like the Acura RL. But this? No, this is the runt in the Lexus litter far as I'm concerned. There are a lot of cars I'd spend 60 grand on before this.EDITOR DUTCH MANDEL: To paraphrase Dan Aykroyd: "Wes, you ignorant slut!" You must have a bug up your behind because for you not to like any Lexus, and in particular this GS 460, means you're a grumpy little boy. What, did Wessy not have his oatmeal this morning?That car rocks. Not only does it have power, delivered smoothly and efficiently from its nearly 350-hp V8 to the road, it does it with more verve and passion than many Lexus models (or nearest competitors) have in recent memory. What are you kvetching about the switchgear? It's plain and simple to use.Perhaps what you don't like is the extremely comfortable driver's seat that coddles and caresses you when firing through a corner or driving over potholes? I don't know why you wouldn't like the seats; they are on par with the best in the business, and I include Audi, Mercedes and Volvo among that cadre of comfort cruisers.You complain that it's noisy? Wasn't it yesterday you were using that tried and trite expression to call it a sensory deprivation chamber? (No, that wasn't me, but with the way your memory has been going lately, I'll let that slide purely out of sympathy. --Raynal). That is so five minutes ago, yet now you don't like that you can actually hear the car.Wes, I think you have to take your pulse. You are clearly flat-lined on this one.