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.

2011 Ford Fiesta: Bring it

For too long, Europeans have kept the fiesta--the Ford Fiesta--to themselves. A perennial best seller, the 1995 Fiesta was among the vanguard for Ford of Europe's renaissance based on great-handling cars.The great news is that the newest Fiesta, a car developed for global markets including the United States, continues that tradition. A brief drive shows that this new Fiesta has all the signs of going to the top of the enthusiast's list of best all-around small cars."It drives like a go-kart," said Derrick Kuzak, Ford's group vice president for global product engineering. Hyperbole, yes, and the same one they use over at Mini. But coming from a man with the measured delivery of a late-night radio disc jockey dispensing love advice, it is downright off-the-wall enthusiasm.Here's our verdict: The Fiesta is as good a small car as can be found, sourced from anywhere in the world. That it comes from the Blue Oval is remarkable and heartening; its brilliance is the first ray of sunshine on what has been a seemingly midnight horizon.At only 154.4 inches long, the Fiesta is an all-around car. That may seem surprising, but these "superminis" are as common in Europe as pickups in the United States. Priced from the equivalent of $11,000, such cars are primary transport for many families.What the Fiesta brings to the game is a balance of styling, interior space, dynamic feedback and refinement.Dynamically, the closest European competitors are French, but those are meaningless comparisons for a U.S. audience. Against more familiar models--the Chevrolet Aveo, the Honda Fit and the Toyota Yaris--the Fiesta rises above this competition and every other segment-Beautiful carThe new Fiesta's ride is butter-smooth, its turn-in ability is effortless and with sufficient feel that a driver stays connected, and its quiet cabin makes the internal fan sound loud. Clearly, Ford has learned how to make cars that are among the best available--and it's coming to play on American roads.The styling is a revelation, too. European superminis are a tall breed, and the 58.6-inch-tall Fiesta is no exception. But Ford's internationally flavored sheetmetal somehow manages to give the Fiesta a stretched-out, long and low look. The detailing is clever, too, with the right touch of chrome highlight and the car's personality expressed in the ground-hugging and gaping front grille.Martin Smith, Ford of Europe design director, calls it "kinetic" design. It has energy of motion while standing still, using a form language that was first revealed at the Frankfurt motor show in 2005 with the Iosis concept car.Among the styling cues that were carried forward to the Fiesta, as well as the current-generation European Mondeo, Focus and Kuga, is a distinctive DLO--the daylight opening, or profile, from the rising beltline up. There is a kick toward the C-pillar and an aggressive roof pitch. The Iosis and the cars it spawned benefit from an athletic and taut--kinetic--design."Design drives revenue, and we have the research to prove it," said Kuzak.Under the skin is Ford's latest global B-segment platform, developed in Japan and first used for the Mazda 2. The suspension layout is standard for the class--front struts and a rear twist-beam axle--but Ford has shown itself a master of this setup, and here's more proof.The interior is a huge step forward. You're tempted when looking at a small car like this to think there isn't enough space for you and your stuff. The Fiesta proves you wrong. Not only is the interior a welcoming cockpit, with a contemporary design--from the instrument panel, to the thick, formed steering wheel, to comfortable seats for adults of all sizes--but the packaging is sufficient to carry it all. "Think small" is something Ford wants to emphasize, and when it comes to a total product like this (heck, even the trunk space will swallow your goods with ease), it is easy to do.The wedgy styling does have one drawback: The rear window is narrow, reducing rearward visibility.Gas mileage is the driving force behind Ford's decision to bring the Fiesta to the United States, and the car hits home with frugal engines helped by lightweight engineering. Ford reckons the new Fiesta is 88 pounds lighter than the old one, pulling the curb weight of some models to less than 2,200 pounds.Although it's not yet clear which engines will go into production for the U.S. market, the Euro models are strong on economy. The 115-hp, 1.6-liter engine, for example, is good for 120 mph, 0 to 62 mph in 9.9 seconds and about 40 mpg. That's quicker than a Toyota Prius and not far off its fuel economy.That's why Europeans love these cars--they're frugal, they're great to drive, and they suit the roads brilliantly.And there's not much reason Americans shouldn't grow to love them for exactly the same reasons when they drive the Fiesta.

Going Green: EcoDriving saves gas and money--and really, you don’t have to go that slow

OK, so you’re a safe driver. Great, we all should strive for that. Maybe you’re a fast driver--or at least you like to think you are. Hey, fine with us. No tongue-clicking here at AutoWeek for a lead foot. But are you an EcoDriver?Probably not. EcoDriving is a number of small things--such as not being as heavy on the throttle or simply slowing down--that can have a big impact on fuel economy. Most people don’t think about this during normal driving, and as a result, they lose precious mpgs.We found that out recently during an EcoDriving experience at Ford. The automaker is touting the green principles as a way for motorists to save money in their everyday driving and help the environment.We took a couple of laps around the neighborhoods surrounding Ford’s world headquarters in Dearborn, Mich., winding through side streets, main roads and even a couple spurts on the expressway. The first trip was an easy-going ride, with conversation flowing with our Ford EcoDrive-instructor. We hammered on the throttle, not excessively, but in a way most people do when they’re taking off from a dead stop, and they want to get to their destination on time. We caught a few lights, nothing out of the ordinary, and when we got back to our staging area, the result was 20.6 miles per gallon.Not bad, roughly in line with the EPA’s 18 city/28 highway rating for the Taurus we drove. For the second trip, however, we shifted into EcoDrive mode, with our instructor telling us point-by-point what to do. It was nonintrusive and much of it common sense. The most obvious: chill out on the heavy acceleration. Our instructor said to ease off at 2,000 rpms. Kind of strange, but in practice, you realize it makes very little difference if you take off from a stoplight like Ashley Force. In one instance, a pickup blew by us, but we ended up passing it shortly down the street.Some other interesting techniques included coasting for short stretches where no power is needed, braking earlier and anticipating stoplights. Really, it makes you a better driver when you drive green. So after all of this, did it make a difference? Somewhat. The EcoDrive netted a rating of 24.1 mpg--a 14.5 percent increase over the first trip. Not bad, and we did get stopped at nearly every light the second time around, which made for more idling time. Even with the more laid-back approach, we arrived back at Ford in roughly the same amount of time.Clearly, if you integrate some of this into daily driving, it works. Ford is getting bullish on it, citing federal stats that say Americans could save more than 22 billion gallons of gasoline annually if everyone practiced EcoDriving. OK, there’s a figure that starts to make people take notice. Additionally, research shows drivers can improve fuel savings by 24 percent with green techniques. Other EcoDriving tips include checking tire pressure, getting tuneups, minimizing the use of heat and air conditioning and closing windows to reduce aero drag. So there it is, drive a bit calmer, maintain your car and exercise common sense. You’ll save gas.

Chevrolet brings updated three-door Aveo to Geneva

A highlight at the Chevrolet booth at next month's Geneva motor show will be a reworked three-door Aveo small car. The three-door Aveo joins the five-door version that was announced at the Frankfurt motor show, to complete the freshened Aveo lineup.Changes include a new front end with large, horizontally split grille, front and rear light housings, front-fender vents and side turn indicators.European engine options feature a new, dohc 1.2-liter inline-four rated at 84 hp, while the more powerful 101-hp, 1.4-liter carries over from the previous model. Both come standard with a five-speed manual transmission. A four-speed automatic is available with the 1.4-liter engine.U.S. versions of the new five-door Aveo are powered by a 1.6-liter four-cylinder rated at 107 hp.Sales of the three-door Aveo begin for Europe in June. Chevrolet has no plans to bring the three-door Aveo to the U.S. market. However, the five-door Aveo hits North American dealerships in July.

GM set for 100th anniversary celebration

Tuesday, Sept. 16, is the day General Motors marks its 100th anniversary--and the day it rolls out a vehicle that is key to its future.The production version of the Chevrolet Volt--a plug-in series hybrid that is designed to travel 40 miles before it burns any gasoline--gets its formal debut as part of the celebration. To watch the events live, go to www.autoweek.com/gm100.The styling of the production Volt is somewhat less exciting--in our opinion--than the concept car from 2007. But changes were made to cut down on the Volt's aerodynamic drag, which is important for the car to hit its 40-miles-on-no-gas goal.GM aims to put the Volt into production in late 2010.Come back here on Tuesday morning to watch all the events live.

Eco Bimmer--The M1 lives

BMW is exploring plans for placing what one high-ranking insider describes as "a breakthrough green supercar" into limited production by the end of 2012.Described as "a puristic two-seater that draws on all the very latest BMW technology and lightweight build processes," the new supercar has been conceived to showcase the German carmaker's "EfficientDynamics" program. The effort has ushered in a raft of fuel-saving technologies, including direct injection, brake energy regeneration and stop/start features, applied to its volume-selling 1-, 3-, 5- and 7-series models. Details remain scarce, but a source privy to early design proposals said that the new BMW supercar would be a modern-day M1, with high levels of performance, lively dynamics and fuel consumption and emissions ratings on par with or better than those of a 5-series. "The idea is to take the supercar to a whole new level of environmental compatibility using technology and materials already in wide use today," the source said.Drawing on BMW's recent experience in lightweight construction, the supercar would be based on an aluminum spaceframe like that found on the old Z8 and, in a sturdier form, also employed on various Rolls-Royce models. It is also said to use carbon-fiber body-panel technology first applied to the BMW M3 CSL and subsequently the M6 to achieve a target weight of no more than 3,080 pounds.The layout of the new BMW, which would compete on price directly against the Audi R8 and the upcoming Mercedes-Benz SLC, remains a well-kept secret. AutoWeek's source says that BMW bosses favor a mid-engine configuration like that employed on the original M1 to help set it apart from the rest of the BMW line and to provide it with a connection to its multi-million-dollar Formula One program. Despite this, packaging models have been constructed at BMW's research and development center in Munich using a more traditional front-engine layout.

Among the engines proposed to power the new car is a reworked version of BMW's twin-turbocharged 3.0-liter inline-six-cylinder gasoline unit. The reason for using a six-cylinder, according to our source, stems from the mechanical makeup of the original M1, which ran a 3.5-liter inline six-cylinder."There is no hard and fast rule that says a supercar has to have a V8 engine. Look at the Porsche 911. Its performance is considered well above average, and that is at a curb weight at around the same level our project is aiming at," the BMW source said.Among the changes BMW engineers are seeking to make to the standard engine is the adoption of new variable-vane turbochargers and a more advanced fuel-injection system. This could lift power from today's 306 hp to somewhere near 400 hp. It would be enhanced with a further-developed version of BMW's brake regeneration system, possibly using a small lithium-ion battery to store energy and provide a short but potent boost in reserves under acceleration.Alternatively, BMW may also look at employing an electric motor and lithium-ion battery pack similar to that proposed for its new 7-series hybrid to lift the new supercar's overall output even more. Other technology under consideration is a kinetic-energy recovery system similar to the setup BMW is developing for use in F1 next year. BMW already has a team of engineers working to bring kinetic-energy recovery into its production models, although high costs mean it likely won't be featured in volume models for at least another five years.While BMW boss Norbert Reithofer has yet to provide the new supercar with a production green light, our BMW source says that there is a good deal of momentum behind the project. "It just makes good sense given the sort of focus that is being placed on the environment today. The technology that has been proposed is already largely in place. It's just a matter of applying it in one purpose-built package."

SHORT STINT: 2009 Ford F-150 XLT

In fleet: Nov. 21-Dec. 4As-tested price: $37,065Drivetrain: 5.4-liter V8; 4WD, six-speed automaticOutput: 310 hp @ 5,000 rpm, 365 lb-ft @ 3,500 rpmCurb weight: 5,493 lbFuel economy (EPA/AW): 16/13.3 mpgOptions: XLT chrome package including all-terrain tires, chrome step bar, 18-inch chrome wheels ($1,420); XLT convenience package including power adjustable pedals, power signal heated mirrors, fog lamps, power driver's seat ($495); rearview camera ($450); SYNC ($395); trailer tow package ($350); tailgate step ($350); premium cloth captain's chairs ($300); six-disc CD changer ($300); power-sliding rear window ($250); reverse sensing system ($245); trailer-brake control ($230); driver's group ($225); satellite radio ($195); electronic shift-on-the-fly ($160); rubber floor mats ($95); XLT SYNC, Chrome and Tow package discount (-$1,000)
OUR TAKE: It's hard to beat a good 4WD extended-cab, full-size pickup for most of your everyday needs. But it gets even better if your needs include any hauling or towing or you're driving through snow. The Ford's big bed, with the flexibility of the standard bed extender, makes the space highly functional; the backup camera eases hitching up the trailer (not to mention avoiding hitting anything while backing up in this big boy), and the 4WD proves priceless when the snow starts to fly and added traction is needed. At $37,000, this XLT is the real meat of the F-150 market, with all the bells and whistles but none of the superfluous stuff like leather seats.While we should all question whether we really need all of that capability in an everyday vehicle that we got a depressing 13.3 mpg in real-world city/suburban driving, it's nice to know that in America, you still have that choice. What you do with that choice, now that you've been to the school of $4-per-gallon gasoline, is up to you. Sales show most folks seem to be erring on the side of caution.For those still in the truck market, however, this is a fine piece. It is arguably the quietest truck we've ever driven--close to Lexus-quiet on the highway. Even doing 70 mph on the interstate, there's barely a hint of wind noise, and what is heard in the cabin is mostly tire noise. The interior design is terrific for any type of vehicle, let alone what you would expect in a pickup. The layout is pleasing to look at and the controls are intuitive, plus the materials look and feel good. It handles superbly on the road, too. The steering is quick and direct, with a nice, solid feel. There's no mushiness, no sloppiness, just a feeling of being in complete control--hardly the stuff of pickup trucks past.Driving over rough roads, there's the barest hint of truckiness, and that's the way it's supposed to be. Above all else, this is a tool, a heavy-duty utensil. That Ford made it so comfortable, so quiet, so capable of being so many different things, is a plus.

Hyundai goes green with ‘Blue Drive’

In keeping with the all-things-green theme that seems pervade the modern car industry, Hyundai announced more details of its alternative-fuel strategy at the Los Angeles auto show.Hyundai is calling its green plan--ironically--“Blue Drive,” and it includes hybrids, extended-mileage vehicles and a crossover powered by a turbocharged direct-injection engine. It’s aiming to meet a fleet average of 35 mpg by 2015, beating government regulations by five years.The Korean automaker’s first hybrid, a gasoline-electric version of the Hyundai Sonata, is to arrive in North America in 2010. It will use a parallel-hybrid drive system and lithium-polymer battery technology.The hybrid will have a 2.4-liter engine paired with a six-speed automatic transmission. They will work with a 30-kilowatt electric motor. The crossover shown by Hyundai, the HED-5 i-Mode, was seen at Geneva, and it has room for six passengers. It has been green-lighted for the United States. The engine it was shown with can make 286 hp and get more than 30 mpg on the highway, and it will be used in other U.S. products. In other news:-- Hyundai showed its Tucson Fuel Cell Electric Vehicle, which recently completed a 4,300-mile cross-country trek.-- The company said it plans to participate in a program to offset the carbon-dioxide emissions of its new luxury sedan, the Genesis, by preserving a tropical forest in Brazil. -- Next year, Hyundai said it will launch “Blue” versions of the Accent and Elantra, which have low-rolling resistance tires, recalibrated engines and other fuel-efficient technology.

2008 Nissan Titan 4x4 PRO-4X

As-tested price: $40,470Drivetrain: 5.6-liter V8; 4wd, five-speed automaticOutput: 317 hp @ 5200 rpm, 385 lb-ft @ 3400 rpmCurb weight: 5230 lbFuel Economy (EPA/AW): 14/15.7 mpgOptions: Leather seats, eight-way memory power driver seat, six-way passenger power seat, illuminated steering-wheel-mounted audio controls, auto-dimming rearview mirror with digital compass, rear sonar system with audible warning, memory mirrors, adjustable pedals, Rockford Fosgate audio with six-disc CD changer, eight speakers, XM satellite radio, Bluetooth hands-free phone system ($3,900); navigation package including seven-inch LCD display ($1,800); side-airbag package including front-seat-mounted side airbags, roof-mounted curtain side-impact airbags/rollover airbags, vehicle dynamic control, brake assist ($1,200); PRO-4X high-utility bed package including utili-track channel system with four tie-down cleats, factory-applied spray-on bedliner, rear bed lighting, 12-volt DC power outlet ($800); tow package including class IV receiver hitch, extending tow mirrors, seven-pin wiring harness with trailer-brake prewiring ($450); floor mats ($125)
OUR TAKE: The Titan PRO-4X is a strong truck, with plenty of low-end power and loads of interior and truck-bed amenities. The truck drives well, though, like most spirited 4x4s, settles in and rides smoother with a load in back.We had a chance to do some light-duty towing with the Titan. Pulling a pop-up tent camper, the truck never felt like it needed more power/torque, and the transmission always seemed to deliver the right gear at the right time. Granted, Michigan terrain isn’t all that challenging, and the load wasn’t particularly heavy, but most people who tow aren’t hauling huge amounts, either, so it made for a decent demonstration of the truck’s workaday ability.We found little door on the fender, behind the rear wheel, particularly handy. It’s just the right size to stow your towing gear (ball mount, locks, mallet, pliers, etc.). Other trucks provide stowage for this stuff in the bed, but you have to open the tailgate to access it—though most folks will likely love how easy the light-touch tailgate is to open and close.Of course, if you’re willing to pay $40,000 for your truck, you might as well go one step further and order it with the full-size four-door cab—this half-measure, suicide access-door extended cab makes too many compromises. The front seatbelts are uncomfortably tied to the rear door, and the rear seats are so tight and sharply angled that even the most compliant of passengers will complain.One thing we didn’t find in the Titan was a serious advantage over the domestic units, especially the latest GM models. The decision could come down to styling or your relationship with a dealer, or your personal bias for/against domestic/import brands. Like Toyota, Nissan has matched the full-size domestic truck. Neither of them has a clearly superior product—but it does mean the domestics have to stay on their toes and can’t let their trucks go on for years and years without upgrading them regularly.

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.

Audi plans to keep R15 Le Mans Prototype under wraps until Sebring

Don't expect to see Audi's new R15 turbodiesel Le Mans Prototype race car any time soon. The German manufacturer revealed that it intends to keep a lid on its second-generation diesel prototype until the run-up to its race debut in the Mobil 1 12 Hours of Sebring in March. The car was tested--in secret--and will not run in public until official testing during the week of the American Le Mans Series season-opener in Florida.The R15 TDI was given what Audi described as a "rollout" at an undisclosed track in Spain the week before Christmas. That ensured that Audi kept its promise to test the car before the end of the year. The driving was done by the 2008 Le Mans-winning lineup of Allan McNish, Tom Kristensen and Rinaldo Capello. They were ordered not to comment on the test, though eight-time Le Mans winner Kristensen described the car as "stunning." "The car ran as planned before Christmas. It was just a rollout and everything went to plan," an Audi spokeswoman said."There will be more tests this month, but the plan is to keep the car a secret until Sebring. There will be no official photographs until the week of the race."Audi has released no technical details of the R15, except to say that it is powered by a new and lighter turbodiesel engine of undisclosed configuration, and to confirm that it is an open-top design.