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.