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2008 BMW 3-series

2007-12-18T08:42:00.000-08:00

Here we go again. The BMW 3-series is getting another award, garnering still more praise, waltzing across the stage one more time. Are you tired of it already? We know how you feel. Believe it - no one here likes seeing the same winners over and over. So we didn't set out hoping to give the 3-series another All-Star award (its thirteenth!). But then we got in the car and started driving. And, just like always, it was good, very good. The hills, crests, dips, curves, lumps, and bumps of our rural route through southeast Ohio create an environment that would bring most cars to their knees, but the 3-series just reveled in it. After each leg of our daylong drive, another driver would get out and deliver some variation of the same verdict: This one's on my list. Again.

Despite BMW's recent missteps (iDrive, active steering, misshapen styling), the company still does chassis tuning like no other carmaker. That's particularly true of the 3-series, which is incredibly smooth and fluid. It's a car that instantly makes any mope who slides behind its wheel a better driver.

This year, we had a 335i on hand, with the turbocharged version of BMW's awesome straight six. Two turbos bump the power output up to a hale and hearty 300 hp - a figure that provides nearly M-car thrust without exhibiting the Dean-Martin-on-a-bender drinking habit that afflicts so many performance cars. The 335i achieves an EPA-estimated 26 mpg on the highway (its nonturbocharged sibling manages an even more abstemious 28 mpg). Better still, BMW offers 3-series sweetness in four different flavors - coupe, sedan, wagon, and hardtop convertible - the better to ensure its ubiquity.

You may be sick of reading it. We may be sick of writing it. But there's no denying it: the BMW 3-series is an All-Star. Again.

2008 Lotus Elise

2007-12-18T08:36:00.000-08:00

In almost sixty years in business, Lotus Cars has never sold more than a few thousand units in a year, even its best ones. Sales booms, if you could call them that, have typically been followed by busts. The carmaker ramps up to build some exciting new confection, and then the market is quickly saturated, as everyone who felt they'd been born to own the new Lotus and would die if they didn't, had now bought one.

This historic pattern is relevant because it makes the continuing sales success of the Elise (now in its fourth year in America) certain proof of Lotus's changed and extraordinary nature, as well as offering ringing confirmation of the Elise's repeat All-Star stature. This car remains for the committed, but seeing as Lotus is poised to have its best American sales year ever, it seems there's a growing pool of those ready to commit.

And so it should be. The mid-engine sportster is a bravura engineering performance that reprises the truest Lotus virtues, namely light weight (1984 pounds) and fealty to handling excellence. These endearing traits profit from the car's technically elegant bonded-aluminum chassis. Add reliability, courtesy of a Toyota/Yamaha engine good for 190 rev-happy horsepower, and you have a for-real, serious machine. (A new supercharged Elise is scheduled for 2008, too.)

At $46,270, the Elise might seem expensive for a fiberglass car that has two seats and a tiny trunk. But for the best-handling sports car we know, an audacious-looking thing that goes from 0 to 60 mph in less than five seconds, we think it's not, really. The Lotus Elise is a commitment worth committing to.

BMW X6 2009

2007-12-16T11:48:00.000-08:00

We saw the X6 and Active Hybrid concepts in Frankfurt and have now learned that the production version will roll onto the show floor in Detroit this January. With it, BMW brings a fresh pot of alphabet soup and what may be their most convoluted naming scheme yet. The new "Sports Activity Coupe" will come in two flavors, the X6 xDrive 35i and the X6 xDrive 50i.

Let's take a moment to break down those names. Both models are equipped with BMW's xDrive permanent all-wheel-drive system and standard Dynamic Performance Control active rear differential - what varies is the engine used to turn the four wheels. You may have already guessed the X6 xDrive 35i makes use of the same twin-turbo 3.0-liter in-line six that sees duty in the 1-series, 3-series, and 5-series cars that bear the 35i suffix. The surprise here is a new engine for the top-of-the-range 50i - it's not the 4.8-liter engine that's found in the 5-series, 6-series, and 7-series cars that use the 50i suffix. It is instead a twin-turbocharged, direct-injected 4.4-liter V-8.

The exterior design is nearly identical to what we saw in Frankfurt. BMW has extended the four-door coupe concept that little bit further to create what it calls a Sports Activity Coupe. The look of the bottom half is all X5 while the top says Porsche 911. From pictures, it appears the X6 has a longer rear overhang than the X5, which may help offset some of the cargo capacity lost with the sloping backlight. We're interested to see how much this affects real-world stuff-carrying ability.

Look for our coverage of the 2008 Detroit show in January, where we'll get our first chance to see this new Bimmer in 3D. Or, as BMW would call it, X6 x3D ActiveViewing.

BRABUS Mercedes GL Widestar

2007-12-15T12:17:00.000-08:00

Brabus just informed us about a new tuning package. It nothing less than a fully tuned Mercedes Benz GL, named Brabus Widestar. This exclusive wide version and tuning will be powered by a 462 bhp strong V8. Not only the wide body but also the giant 23 inch wheels and a striking face with large air dams and four auxiliary headlights will make you move from the left lane!

The Brabus Widestar front maximizes the supply of cooling air for radiators and front brakes. It also improves active safety with auxiliary high beams and fog lamps as well as by reducing aerodynamic lift. The rear of the Brabus Widestar is characterized by a roof spoiler and a rear apron custom-tailored to the wider fenders. The diffuser integrated into the bumper and the precise-fit cutouts for the four tailpipes of the Brabus stainless-steel sport exhaust system document loving attention to detail.

Performance is on a correspondingly high level: the Brabus-tuned GL 420 CDI sprints from 0 - 62 mph (100 kmh) in just 7.1 seconds, half a second faster than the production car. Topspeed grows from 143 mph to 149 mph (230kmh - 240 kmh).

For the V8 gasoline models GL 450 and GL 500 Brabus offers its 6.1 displacement engine as the most powerful version. It delivers 462 bhp of power and a peak torque of 615 Nm. Equipped with this engine the 4×4 accelerates from 0 – 62 mph (100 kmh) in just 6.0 seconds and reaches a top speed of 158 mph (255 kmh).

Multimedia on wheels is yet another BRABUS specialty. Custom-built seat consoles for the back of the front seats house a seven-inch LCD screen and a DVD player. These consoles are also available with an integrated powered tabletop. The multimedia package can be expanded further with larger screens that deploy from the
headliner, with an on-board computer with Internet connectivity, and with an MP3 player that
stores more than 5,000 songs.

Ferrari FXX Evoluzione

2007-12-15T12:11:00.000-08:00

Ferrari unveiled its FXX Evoluzione over the weekend at an event in Italy. As the name suggests, the FXX Evoluzione is an evolution of the FXX program first launched in 2005. The new car was developed with Michael Schumacher and about 20 Client Test Drivers — insider talk for Ferrari FXX owners.
Changes to the FXX Evoluzione includes modifications to aerodynamics, running gear and electronics. Output for the FXX's V12 engine now totals a staggering 860 horsepower and its redline has been raised to 9,500 rpm. Shift times are down 20 milliseconds — now taking just 60 milliseconds — and the car's traction control system has been tuned to be less intrusive and features nine settings that can be adjusted on the fly. The FXX Evoluzione's brakes are made of a Composite Ceramic Material and are supplied by Brembo.

The FXX Evoluzione's exterior has been slightly altered to promote better aerodynamics — including a new rear diffuser — and is 25% more efficient than the previous car.

The changes result in a 1 minute 16 second lap time of the Fiorano race track — a two second improvement over the standard FXX.

Like the previous FXX program, the cars will be showcased in a series of races held in North America, Europe and Asia.

2008 Chevrolet Corvette

2007-12-15T12:07:00.000-08:00

It's called the law of diminishing returns: the idea that, after you pass a certain threshold, your investment no longer corresponds to your reward. It also applies to sports cars. There's a kink in the price/performance graph where you begin spending a lot more money for not much more performance. There's an easily definable point after which come diminishing returns, and that point is the Chevy Corvette.

At this point, Chevy could probably say, "Here's a car that goes 190 miles per hour and costs forty-six grand. You don't like the steering? Bite me." Instead, it rolled out a car that does 190 mph while also addressing the subjective aspects of the driving experience. The steering got a new machining process for its internal components, in the name of improved feel. The shifter was revised, in search of more direct throws. The interior, long a Corvette weak point, got a new option that can be best surmised as "cover everything in leather." The 2008 Corvette is like a prodigal athlete who's not content to merely destroy the competition - now he wants to do it with style.

It's not like there's a car waiting in the wings to usurp the Corvette's title of Supreme Sports Car Bang for the Buck, but Chevy acts as if there is. And that's why the Corvette is, once again, an unequivocal All-Star.

Audi A3 Cabriolet 2008

2007-12-15T11:37:00.000-08:00

In February of 2008, Audi will begin selling a convertible version of its A3 hatchback - in Germany. Don't expect to see an A3 Cabriolet in U.S. showrooms, at least not any time soon.

The new droptop is based on another A3 we don't get to enjoy here - the three-door hatch. Open-air A3s receive updated front- and rear-end treatments, including unique headlights and taillights. Expect these visual enhancements to make their way to the rest of the A3 lineup around the middle of 2008.

Unlike Volkswagen's small convertible offering - the Eos - Audi has chosen to go with a soft top to save weight and preserve space for four people inside, while maintaining a fastback coupe-like profile. The wider VW has a longer rear deck to accommodate its folding hard top.

In Europe, as always, engine choices are plentiful. A3 Cabriolet buyers will be able to choose from four different direct-injected, turbocharged four-cylinder engines. Gasoline options include a 1.8- or 2.0-liter TFSI, while 1.9- and 2.0-liter TDI engines will satisfy torque lovers. All engines get either a five- or six-speed manual as standard, with Audi's S tronic dual-clutch gearbox available on all but the smaller diesel.

The choices continue with the roof, which can be had as either semiautomatic or fully automatic with thermal and sound insulation. Both will fold and stow in nine seconds and feature a standard heated glass rear window.

We're disappointed that this new A3 model won't be coming here, because it looks like the VW Cabrio successor that the strangely proportioned Eos should have been.

Aston Martin V12 Vantage RS

2007-12-15T09:24:00.000-08:00

Aston Martin has taken the wraps off of its V12 Vantage RS today at the unveiling of its new design studio. Powered by a 600 horsepower V12 borrowed from the DBRS9 racecar, the 3,500 pound Vantage is said to go from 0-60 in less than four seconds and hit a top speed of 200 mph.

Although technically a concept, it is believed that a version of the car will see limited production sometime next year with a price tag north of the DBS'. The V12 Vantage RS will also have a number of other performance upgrades, such as carbon-ceramic brake rotors.

Dodge Viper ACR

2007-12-15T09:19:00.000-08:00

Dodge officially revealed its Viper ACR earlier this year at Los Angeles Auto Show and has now released pricing. Representing the first ACR Viper since 1999, the newest American Club Racer version will shed about 40 pounds through the use of lighter wheels, street-legal Michelin Pilot Sport Cup tires and a new two-piece Stoptech brake system.

The Viper ACR will also have an available "Hard Core" package that shaves an addition 40 pounds from the ACR's curb weight by deleting the audio system, underhood sound deadening material and trunk carpeting. Door panels are also replaced with carbon fiber and a lap timer can added where the audio system usually resides.

In addition to just making the Viper lighter, the ACR package also includes an adjustable suspension, a new front anti-roll bar, a removable front splitter and a carbon fiber rear wing with seven different settings. The result of the ACR package — according to Chrysler — is 1,000 pounds of downforce at 150 mph and the ability to corner the skidpad at 1.5g.

Pricing for the Viper ACR will start under $100,000 — just as Dodge promised — at $98,110.

Mercedes-Benz R63 AMG

2007-07-11T12:53:00.000-07:00

The Mercedes-Benz R63 AMG made its world debut at the 2006 Chicago Auto Show. Powered by the first-ever engine developed entirely by AMG, the high-performance division of Mercedes-Benz, the R63 AMG adds high performance to the six-passenger, all-wheel-drive capability of the highly acclaimed R-Class luxury vehicle.

Representing a new way for six adults to travel, the R-Class combines the distinct advantages of several disparate vehicles – the sure-footedness of a four-wheel-drive sport utility vehicle, the performance and comfort of a fine sports sedan and the versatility of a luxury wagon. Innovative design and useful technology now make possible an automotive decathlete – a vehicle that can excel at an unprecedented range of owner needs.

The R63 AMG combines high performance with style and every-day usability. The athletic design of this new high-performance model is apparent even from the outside – bolder front and rear aprons, an AMG front grille, flared fenders, and AMG side skirts. In addition, the new R63 AMG comes with tinted taillights and two sets of chromed twin exhaust pipes.

Inside, the R63 AMG is fitted with AMG sport seats (covered in Nappa leather with Alcantara inserts in the shoulder bolsters), a leather AMG sport steering wheel and a special instrument cluster with AMG graphics. AMG door sills and stainless-steel pedals with rubber studs complete the picture.

However, the heart of the new R63 AMG concept vehicle is the first engine developed entirely by AMG, a 6.3-liter naturally aspirated V8 that produces 503 horsepower and 465 lb-ft of torque for zero to 60 mph test track times in about five seconds. One of the most powerful production V8s ever, the new engine boasts a wealth of exciting features derived from AMG’s highly successful racing efforts.

Built almost completely from a high-strength silicon-aluminum alloy, the new 6.3-liter features four valves per cylinder, variable valve timing, bucket tappets (rather than rocker arms) and a variable intake manifold. The engine shares no parts with other Mercedes-Benz V8 engines, and even the 109-mm spacing between cylinders is unique to the new 6.3-liter powerplant.

AMG racing genes are obvious in the design of the closed-deck aluminum engine block, which includes cast-in steel reinforcements and an especially rigid “bedplate” design instead of individual main bearing caps. A first for a production engine, the cylinder bores feature a twin-wire-arc-sprayed (TWAS) coating, a new process that results in impressively low friction and running surfaces that are twice as hard as conventional cast-iron cylinders.

The R63 AMG comes with a seven-speed automatic transmission that’s controlled by a Direct Select electronic lever on the steering column and by Formula-1-style buttons on the AMG sport steering wheel. Three different shift modes – “S” for sport, “C” for comfort and “M” for manual – can be selected via a switch on the center console.

Like all current R-Class luxury vehicles, the new concept R63 AMG boasts a strong unibody platform and an effective full-time four-wheel-drive system beneath its sleek exterior. Its four-wheel traction control system incorporates functions such as a downhill driving aid and Hill-Start Assist, while a double-wishbone front suspension and four-link rear suspension deliver impressive on-road driving performance and comfort.

An option on other R-Class models, height-adjustable AIRMATIC air suspension with special AMG shocks is standard on the R63 AMG, along with a specially configured version of the ADS adaptive damping system. High-performance vented and perforated disc brakes on all four wheels work together with highly polished 19-inch AMG alloy wheels fitted with 295/45 R19 tires.

BMW 135i

2007-07-10T09:30:00.000-07:00

Since its introduction in 1966, the BMW 2002 has been at the core of BMW’s philosophy. By combining exhilarating rear-wheel-drive performance, agile handling, seating for four and powerful value, the 2002 created a new niche—the sport sedan—that is still a BMW stronghold today. The understated appearance never belied its capabilities but those who knew performance, knew the 2002. In 2008, BMW will introduce a modern and authentic performance coupe that will be the next BMW legend—the 135i Coupe.
The 135i is briskly motivated by a twin-turbocharged 3.0-liter inline six-cylinder engine that produces 300 horsepower and an incredible 300 lb-ft of torque from as low as 1,400 rpm. With its direct piezo gasoline injectors, twin low-mass turbochargers and air-to-air intercooling, optimum performance and economy is achieved with no loss in engine response. For the 135i Coupe, acceleration from 0-62 mph is 5.3 seconds and top speed is electronically limited to 155 mph.

The standard M Sports Package for the 135i Coupe offers more performance and a striking look. Features of the M Sports Package include M Sports Suspension for higher traction and reduced body roll, 18-inch wheels with performance tires, M logo doorsill trims, an M leather sport steering wheel and an M logo footrest for the driver’s left foot. The leather appointments on the gearshift lever and handbrake, as well as the handbrake handle are finished in high-quality soft leather. The roof lining on the M Sports Package comes in Anthracite, and the interior features offered in this package are rounded off by Glacier Silver aluminum interior trim that highlights the sporting character of the cockpit. The M Sports Suspension also comes with a high-performance brake system incorporating six-piston fixed calipers on the front axle and two-piston fixed calipers at the rear.

The particularly sports-minded driver of the BMW 135i Coupe will also be happy to know that aesthetic dynamics have also been adjusted accordingly for his or her tastes, thanks the included M Aerodynamics Package. The M Aerodynamics Package includes specially-designed front and rear bumpers as well as special rocker sills and foglamps. Together, they give the 135i Coupe a signature BMW M look in a tasteful yet distinctive manner.

The new BMW 135i Coupe comes not only with a sports suspension, but also with appropriate modifications of the ASC and DSC driving stability systems, taking the particularly sporting character of the car into account. And as a further point the top model in the range has an even more spontaneous control map for the gas pedal.

The innovative interior design incorporates high-quality and sophisticated trim elements with luxurious upholstery and color choices. The control console for the entertainment and air conditioning functions is integrated smoothly and harmoniously into the dashboard through its soft radii and flowing surfaces. The Controller featured in the optional iDrive control system is integrated to the center console, again following BMW’s characteristic philosophy.

The BMW 1 Series Coupe benefits from BMW’s industry-leading brake and stability control systems. Standard ABS (Anti-lock Brake System) and ASC (Automatic Stability Control) prevent the drive wheels from spinning while CBC (Cornering Brake Control) stabilizes the car whenever necessary during application of the brakes in a bend.

All of these functions are part of the car’s DSC Dynamic Stability Control that can apply the brakes to each individual wheel in particularly demanding situations and by reducing engine power, it can prevent the rear end of the car from swerving around (oversteer) or the front of the car from “pushing” out of a bend (understeer).

When networked with the optional Active Steering, DSC can is also prevent the car from swerving out of control on slippery surfaces by countersteering with the appropriate amount to allow the driver to regain control.

To ensure enhanced traction when the DSC is completely switched off, a software-controlled locking function slows down the drive wheels when spinning in an appropriate, properly controlled process. This, in turn, enhances the car’s traction without any negative effects on its steering behavior.

Porsche TechArt 911 Turbo GTstreet

2007-07-06T18:12:00.000-07:00

With its 2001 TechArt GTstreet, based on the Porsche 911 Turbo of the 996 model series, TechArt created one of the fastest and most powerful street-legal sports cars of its time. The next evolutionary stage of this fascinating concept celebrates its world debut at the Geneva Motor Show 2007. The new TechArt GTstreet, based on the 911 Turbo of the latest 997 series, starts at $320,000.

Like the predecessor the new GTstreet edition centers on a powerful engine. The 3.6-liter twin-turbo flat engine is modified by the TechArt engine specialists and now develops 630 bhp at 6,800 rpm, up from standard 480 bhp. Peak torque increases to 605 lb-ft at 4,500 rpm.

The TechArt TA 097/T3 engine conversion comprises two special VTG turbochargers, a new air box with sport air filter, high-performance manifolds, intercoolers and a stainless-steel sport exhaust system with high-performance catalysts. The precise optimal interaction of all modifications is ensured by a newly programmed engine management system.

Power is transferred to all four wheels via a modified transmission with TechArt gear-throw shortening.

Thus equipped the TechArt GTstreet delivers performance that firmly places it among the world’s fastest sports cars: 0 – 62 mph in just 3.2 seconds, 126 mph after just 10.9 seconds and a top speed of 214 mph speak volumes.

The body kit for the TechArt GTstreet was created in the wind tunnel, and offers an optimal symbiosis of aerodynamic downforce, minimized drag and striking design.

The front fascia of the GTstreet with retractable carbon-fiber splitter produces downforce on the front axle and provides radiator, oil coolers and brakes with more cooling air, thanks to its large, striking air inlets. The auxiliary headlamp units with daytime running lights and fog lamps improve active safety. They also give the car even more passing clout.

The TechArt GTstreet fender flares on the front axle add 10 mm to the two-door’s width and give it an even more dynamic appearance. But that’s not all: The air outlets behind the front wheel houses optimize brake venting. The larger air ducts in the rear sidewalls provide engine and intercoolers with a larger supply of cooling air. For an optimal transition between front and rear fenders the TechArt designers have developed rocker panels that complement the new contours. TechArt mirror and headlamp moldings provide the finishing touches.

The TechArt roof spoiler extends the roofline and optimizes airflow to the adjustable rear airfoil of the GTstreet.

The TechArt GTstreet rear fascia with integrated carbon-fiber diffuser contributes to the strong downforce generated on the rear axle. It also provides the perfect backdrop for the quad exhaust of the TechArt high-performance exhaust system.

TechArt Automobildesign offers a number of versions of its popular Formula wheel in sizes 8.5Jx20 in front and 12Jx20 on the rear axle. GTstreet buyers can choose from several color combinations and between the one-piece Formula and the multi-piece Formula II designs. The Formula II wheel features an exchangeable wheel lip. For optimal tires TechArt chose ContiSportContact 3 high-performance tires in sizes 245/30 ZR20 and 325/25 ZR20.

The large 20-inch wheels also provide the necessary space for the especially powerful and durable TechArt high-performance brake system. It features six-piston aluminum fixed calipers and 390-millimeter discs on the front axle. The rear axle is fitted with 365-millimeter discs and four-piston fixed calipers.

The TechArt GTstreet comes with a TechArt VarioPlus coil-over suspension that is based on the electronically adjustable PASM damping system of the 911 Turbo. This chassis allows individual ride-height lowering by up to 25 millimeters and push-button selection of two different damper settings, “Normal” or “Sport.” However, the dampers are not limited to these presets. Sporty driving automatically results in firmer damper settings in both modes, thus combining excellent ride comfort during normal driving with agile and responsive handling during fast cornering.

The cockpit of the TechArt GTstreet also differs distinctly from the stock 911 Turbo. Among the differences is an exclusive leather interior with color-contrasted stitching and sporty CarboBlack highlights. The coupe is further equipped with an ergonomically shaped TechArt sport steering wheel, aluminum foot pedals, foot rest and shifter, as well as with illuminated door sills sporting the TechArt logo.

BMW 650i Convertible

2007-07-02T07:15:00.000-07:00

Featuring highly attractive modifications to their characteristic design, interiors further refined in many details and boasting new color highlights, as well as innovations in drive technology and driver assistance and safety systems, the new BMW 6 Series Convertible offers a greater thrill and more style than ever before.

Style and sport are indeed inherent characteristics of the BMW 6 Series: a dynamic Luxury Convertible enabling the driver and passengers to enjoy the wind rushing by in an incomparable manner. The history of dynamic driving pleasure with nothing but the sky above was originally introduced in the BMW 327 Convertible, the BMW 335 Convertible, and the BMW 503 Convertible, all of them milestones in technology and design, with a strong and lasting impact on the ongoing development of the brand and its products.

The BMW 6 Series boasts powerful innovations characteristic of the brand and its leadership over the competition not merely through its power unit. For in design and style, the 6 Series Convertible offer a level of quality only the development process applied by the BMW Group is able to achieve.

Once again, the eight-cylinder power unit marks the pinnacle in superior power and performance. The 4.8-liter engine develops maximum output of 360 bhp at an engine speed of 6,300 rpm, with peak torque of 360 lb-ft at 3,400 rpm.

The new BMW 650i Convertible accelerates to 60 miles per hour in 5.6 seconds (with manual transmission). Engine management, in turn, limits the top speed to 155 mph.

Active Cruise Control with its Stop & Go function offers the driver better support and greater assistance at the wheel than ever before. This innovative system now available as an option in the new BMW 6 Series – on models with automatic transmission – features automatic distance control, allowing the driver to comfortably cruise along the highway or on a country road as well as in stop-and-go traffic at very low speeds, while constantly maintaining an appropriate distance to the vehicle ahead.

BMW Night Vision, available as an option, offers a higher level of safety when driving at night. The “heart” of this unique system is a thermal imaging camera able to detect people, animals and objects emitting heat at a distance of up to almost 1,000 feet down the road, then transmitting a high-contrast image to the central Control Display also used by the navigation system.

One of the particular highlights offered by the BMW 6 Series Convertible is the use of a newly developed type of leather for the seat upholstery and interior panels. In this case, so-called “cool pigments” are integrated into the material in a process referred to as SunReflective Technology, reflecting infra-red radiation in the sunlight. This very effectively reduces undue overheating of the seat surfaces when the car is open, providing a difference in temperature compared with conventional leather of up to 36 °F in the case of dark colors.

The new BMW 6 Series Convertible belongs to the small group of cars fulfilling the greatest demands in every respect and setting new benchmarks everywhere. Given the sheer magnitude of its qualities, the model stands out clearly in its respective segment.

2008 Audi A5 and S5

2007-06-23T12:54:00.000-07:00

Chaos reigns. As a means of dealing with congested Italian roads, the S5 coupe is hard to beat. A 350-hp V-8 coupled with Quattro all-wheel drive lets us get on the power ludicrously early coming out of corners. And as for straight-line performance, it's headline-grabbing stuff: 0 to 60 mph in about 5.0 seconds, with a top speed electronically limited to 155 mph, according to Audi.

It comes as no surprise, then, that Audi chose the S5 as the launch model for its new A5 coupe range. The S5 goes on sale here in November and will be joined three months later by a tamer 265-hp, 3.2-liter FSI V-6 model. Prices have yet to be finalized; Audi will say only that the S5 will be priced in excess of $55,000, and the 3.2 will top the $40,000 mark.

Well, the A5 certainly looks expensive. Volkswagen Group design boss Walter de'Silva says the A5 is the most beautiful car he's ever styled. It combines Audi's geometrically muscular stance with a dash of Latin whimsy in the form of an undulating character line on the body sides. There are some fantastic details, too, such as the LED daytime running lights that give the A5 an instantly recognizable face (BMW has pulled off much the same trick with its "angel eyes" headlamp surrounds). The A5's headlights also have beautifully sculpted surfaces.

In pursuit of better dynamics, the A5's steering rack is situated lower down, closer to the wheel centers. Shorter steering arms and fewer joints aim to improve steering feel and provide more agile responses.

All of that said, the S5 is not a sport coupe in the BMW 3-series mold. It's a very effective means of covering ground at high velocities, but it just isn't very involving to drive. Carry a bit too much speed into a tight corner and the default mode is understeer, and there's little point in trying to use the throttle to adjust the cornering attitude.

The consolation prize, however, is horizon-warping straight-line speed. The V-8 frenetically revs to its 7000-rpm peak, and the meaty, accurate six-speed manual gearbox is a good match for this powerhouse. The S5's ability to accelerate hard from 120 mph is remarkable. But having driven our Four Seasons Audi RS4 sedan a few days before flying to Italy, I missed the RS4 engine's hooligan yell, a classic V-8 woofle-and-wail sound track that's muted in the S5. In a candid moment, an Audi executive admitted that the company is reserving the Big Noise for the RS5, which is a couple of years away.

Inside, the A5 and the S5 are vintage Audi. All of the instruments are logically laid out, and Audi's MMI operating system remains one of the most intuitive on the market. The cabin also imparts that quality look and feel that have become Audi hallmarks. Neat details include the electromechanical handbrake, which has an automatic mode that applies the brake whenever the car stops and then releases it as you drive off. The rear seats actually accommodate adults, although headroom is a bit tight for six-plus footers. The separate trunk is quite generous, and the rear seatbacks can be folded down for even more cargo capacity.

Apart from their flamboyantly curvy sheetmetal, the A5 and the S5 represent a fairly conservative evolution for Audi. The dynamic gains don't seem to reflect the engineering effort that the company has put into the chassis; this isn't a car that will tempt those wedded to a great driving experience. But the S5, while no agile sportster, is a brilliantly executed blunt instrument with which to subdue a raucous Sunday afternoon, Italian-style.

2008 Subaru Tribeca

2007-06-19T13:21:00.000-07:00

The crossover segment is hotter than a kitchen fire at Buffalo Wild Wings, so Subaru could ill afford to wait to update its Tribeca, which landed with a thud two years ago when it was launched with a strange face, an overworked powertrain, and a pointless B9 prefix.

Deep slashes from the styling surgeons' knives have resulted in a more conventional mug that's now more Chrysler Pacifica than overgrown cicada. Larger sideview mirrors and rear quarter windows, new taillights, and a modified rear valance complete the face-lift. Only the doors, the roof, and the rocker panels carry over. The handsome interior is essentially unchanged, although it's now easier to climb into the still-cramped third-row seats.

The new front end permits better cooling for the bored-and-stroked engine that has gained a significant 631 cubic centimeters of displacement. The boxer six also features new variable valve timing, and--even though it now slurps regular 87-octane gasoline instead of premium--output has been bumped to 256 hp (up from 245 hp) and 247 lb-ft of torque (up from 215 lb-ft). The engine's torque curve is flatter and rises more quickly at the low end, so the Tribeca hustles more readily when the tach isn't pegged.

The increased spice is optimized by a five-speed automatic transmission that no longer downshifts at the slightest brush of the gas pedal. And since the gearbox shifts more quickly and blips the throttle automatically on downshifts, Ferrari-style, driving the Tribeca briskly on challenging roads is even more satisfying than before.

The original Tribeca couldn't take the heat, but Subaru is wise to step back into this raging kitchen with a crossover that will please more people.

2008 Rolls-Royce Phantom Drophead Coupe

2007-06-14T13:29:00.000-07:00

A line of cypress trees marches to the horizon in perfectly ordered ranks, defining the borders of this dusty Tuscan trail. In the middle distance, a Rolls-Royce Phantom Drophead Coupé broods, roof up, on the side of the road. It is covered with a thick coat of blond Tuscan dust, and when the driver finally twists the key, the dual exhausts kick up a roiling swirl of talcum-fine dirt. Rarely in my experience has a car come to life with such drama, both figuratively and literally.

And as automotive drama goes, there isn't a car on the planet that can match this Rolls. First of all, forget what your eyes are telling you as you gaze upon these images--in the flesh and up close, the Phantom Drophead is much, much bigger than it appears in pictures. It's a shade under nineteen feet long, and it weighs in at a colossal 5776 pounds. The Drophead Coupé is based on the massive Phantom sedan, although it is shorter by 9.8 inches. It also weighs about 155 pounds more than the sedan, thanks to extra chassis bracing that makes up for the absent roof.

Visually, the Drophead is distinguished by the teak deck covering the convertible roof and the stainless-steel-finished hood and windshield surround. These are offered as a $17,000 option in place of a painted finish.

Your entry to this extraordinary conveyance is suitably dramatic, too. Suicide doors on a series-production two-door convertible haven't been seen since the 1950s, and the Drophead's are spectacularly effective. They open with massive chromed handles that would be more at home on a commercial-grade meat locker, and they allow for the most gracious of entries and exits. The doors are enormously heavy, though, which means the electric closing mechanism is a very welcome detail. Even better, the Rolls-Royce's doors actually close at the speed you'd want them to if you were doing it manually.

Once inside, you are in a world of exquisite detail that makes the staggering $412,000 price seem (slightly) less breathtaking. As you climb in over the wide sill, you'll encounter the aluminum knob of the umbrella that resides inside the fender. And there are chrome highlights just about everywhere, even on the seat tracks. In a reversal of common mass-production standards, even the surfaces that you can't see--such as the inside of the center console--are covered in the finest butter-soft leather. As in the sedan, there's a switch in the glove box that lowers the Spirit of Ecstasy mascot into the grille, a process that's hugely amusing.

The basic cabin ergonomics, however, are initially a bit baffling. The controls for adjusting the seats, for example, are located in a compartment in the center armrest, which means your passenger has to move his arm if you want to adjust your seat. The seat-heater control is hidden down the side of the same console. And minor controls can be difficult to locate and decipher. "We wanted to reduce clutter as much as possible, to make the car feel more like a home environment," says engineering director Helmut Riedl. "In some cars, the owner wants to show off all of the features, to see all of the controls, but that's not so important for the Rolls-Royce owner." Indeed.

Under that vast metallic-finished hood, the Drophead employs the Phantom sedan's 453-hp V-12 turning a six-speed automatic. BMW, Rolls-Royce's parent, donated its 6.0-liter V-12 as a starting point. To provide the torque required of a proper Rolls and as a nod to heritage, BMW increased the engine's displacement to 6.75 liters to match that of Rolls-Royce's previous long-serving V-8.

This mighty V-12 really does suit the Rolls. With 75 percent of engine power available from only 1000 rpm, the car's throttle response is relaxed but potent--0 to 60 mph is achieved in just 5.7 seconds, according to the factory, and the top speed is limited to 149 mph. With a shorter wheelbase than its sedan sibling, the Drophead turns in with a bit more agility, but this car does not by any stretch provide a sporting experience.

The most impressive thing about driving the Rolls isn't the performance, though. It is the near total absence of cowl shake, the bane of many convertibles. That rigidity is partly due to the triangulated A-pillar, which runs right down to the floor. Less impressive is the intrusive wind buffeting that affects even front-seat occupants, but with the five-layer fabric roof up, this Rolls is as silent and refined as any luxury car.

But this Rolls is also unlike any other car on the road. And significantly, the Drophead Coupé more accurately captures the spirit of Rolls-Royce than any of that company's efforts in the last four decades. Yes, this is a real Rolls-Royce, and it's all the more glorious for that.

Mercedes-Benz CLK 63 AMG Black Series

2007-06-09T12:12:00.000-07:00

The new CLK 63 AMG Black Series is based on the Official F1 Safety Car, the high-performance AMG vehicle that has been providing Formula One safety since 2006. The coupe, optimized for the racing circuit, is powered by an AMG 6.3-liter V8 with its performance boosted to 500 bhp and 470 lb-ft of torque. Top-rank handling is assured by the sophisticated AMG threaded suspension with 19-inch AMG forged wheels, new steering and the generously dimensioned AMG high-performance brake system with its composite disks. Visually, too, the CLK 63 AMG Black Series clearly shows its descent from the Official F1 Safety Car: its striking front apron with large cooling intakes, flared wheel arches, diffusor-type rear apron and carbon-fiber airflow breakaway edge, all demonstrate the car’s sporting pedigree.

The new CLK 63 AMG Black Series is technically and visually oriented towards the Official F1 Safety Car and thus addresses all sports-car enthusiasts who value high competitiveness. An output upgraded by 25 bhp accelerates the CLK 63 AMG Black Series from zero to 60 mph in 4.1 seconds, a few tenths of a second faster than the standard model with 475 bhp. The top speed is electronically limited to 186 mph (300 km/h).

Mercedes-AMG engineers achieved the increase in power by completely redesigning the intake and exhaust systems. The high-revving, naturally-aspirated AMG engine, with its 6208 cc displacement, gets its fresh air via larger-dimensioned intake ducts. The new AMG sports exhaust system with full-length twin pipes stands out with its unmistakable, pleasant AMG V8 sound. Together with a newly calibrated engine control unit, these measures ensure not only efficient load change behavior, but also let this eight-cylinder unit respond to the accelerator with even greater alacrity.

Power is transmitted through the AMG SPEEDSHIFT 7G-TRONIC. Compared to the standard CLK 63 AMG, the rear-axle ratio of the pur sang special series has been made about six percent shorter – to confer even more agility in acceleration in all speed ranges. For maximum sporting dynamics, the transmission has only the “M” and “S” driving programs; the comfort-oriented “C” is deleted. The driver can switch between the seven gears by using the AMG aluminum shift paddles on the steering wheel, while an indicator in the instrument cluster shows the gear selected at any given time.

The visual appearance of the CLK 63 AMG Black Series shows its racing inspiration. The redesigned front end is descended 1:1 from the Official F1 Safety Car, and its generously dimensioned cooling-air intakes hint at the sophisticated cooling measures. For greater stamina under extreme operating conditions, a larger main radiator and an optimized power steering cooler, as well as an additional transmission cooler are built into the left front wheel arch.

The front fenders are made of high-strength and yet lightweight carbon-fiber composite material. On their flank, a “6.3 AMG” badge hints at the exceptional power of the naturally-aspirated V8. Redesigned side skirts extend to the broad rear fenders, which are in turn connected by a newly developed rear apron. The components taken over from the Official F1 Safety Car include not only the carbon diffusor fins and the integrated chromed dual tailpipes of the AMG sports exhaust system, but also a cooler for the heavily stressed rear axle.

Like its counterpart in the Formula One World Championship, the CLK 63 AMG Black Series also has a newly developed and quite special AMG sports suspension. The adjustable threaded suspension guarantees optimum road contact and maximum precision. For competitive driving, the driver can create his personal suspension setup: not only the level, but also the compression and rebound stages of the shock absorbers, front-axle track and camber, and rear-axle track are adjustable.

The transfer of technology from motor sport, a Mercedes-AMG tradition fostered over decades, is equally evident in the interior of the CLK 63 AMG Black Series. This dedicated two-seater sports touring car not only dispenses with rear seats, but with its bucket-type seats, rich carbon trim and black headliner, displays the functional atmosphere of a true racing car – and thus documents 40 years of Mercedes-AMG motor sport history.

The carbon-embedded AMG instrument cluster with its 200 mph scale furnishes an exclusive ambience and high functionality at the same time. The AMG main menu in the cluster is perfectly tailored to serious racing: it shows the current gear engaged, as well as an upshift recommendation in “M” mode, or alternatively engine oil temperature or battery voltage, as well as the RACETIMER. This last function enables the driver to determine his lap times on a closed course. The RACETIMER stores the time of the fastest lap, average and maximum speeds, and the length of the laps.

BMW X5 4.8i M Sport

2007-06-09T12:07:00.000-07:00

BMW’s ever-popular M Sport derivative is to be introduced to the new BMW X5 range for the first time. On sale now, the new flagship offers customers a substantial level of sports-orientated standard equipment when compared to SE specification to offer a distinctive and dynamic range-topping model.

The new BMW X5 4.8i M Sport comes equipped with 19-inch V-spoke M light alloy wheels, Sports suspension, M Aerodynamic body styling, Sports seats, matt aluminum surround to the side window frames, high-gloss Shadowline roof rails, Anthracite headlining and M leather steering wheel. Customers wishing to further differentiate their cars can also choose to upgrade to 20-inch M V-spoke light alloy wheels.

The introduction of M Sport to the BMW X5 range has been eagerly awaited by buyers as 90 per cent of the previous models sold were specified as a Sport.

The new BMW X5 4.8i M Sport will be available in six colors: Alpine White, Black Sapphire, Carbon Black, Monaco Blue, Space Grey, Titanium Silver. Inside and Nevada leather upholstery is standard and is available in Black, Grey, Beige and Saddle Brown hues. Dark Walnut interior trim is standard on the X5 4.8i M Sport but customers can specify Brushed Aluminum, Dark Bamboo or Light Poplar at no additional cost.

Power for the car comes from a 4,799cc engine fitted with Bi-VANOS and VALVETRONIC variable valve technologies to produce 350 bhp. The advanced engine is capable of propelling the car from zero to 60 mph in 6.4 seconds before going on to a top speed of 150 mph. The 4.8-liter powerplant still records 22.6 mpg on the combined cycle and emissions of 299 g/km – both figures that better rival products from Porsche and Audi.

The introduction of a new variant to the X5 range comes as the sales figures reveal that the model is exceeding original expectations. Customer demand for the BMW X5 means the model is forward sold until the end of 2007.

2008 Audi RS4 Sedan and Cabriolet

2007-06-08T13:44:00.000-07:00

The Audi RS 4, as you may know, is Audi's Toyota Corolla-sized sedan with a 420-horsepower V-8 shoved under the hood. Obviously, it's a recipe for a big grin - especially as its chassis is easily up to the task of handling all that power.

That monster motor will now make it into the A4 Cabriolet for the 2008 model year. All other RS 4-specific touches remain - including the nineteen-inch tires, enormous brakes (14.4 inches front, 12.8 inches rear), six-speed manual transmission, and Quatrro four-wheel drive.

Pricing and equipment haven't been announced yet, but with the top down, drivers listening to the spectacular sounds coming from the 8000-rpm V-8 in the open air won't care about either. The only problem with the RS 4 Cabriolet? Audi is only bringing 350 of them to our shores.

The hottest RS 4 variant of them all - the RS 4 Avant station-wagon - isn't coming to the U.S. Perhaps as a consolation prize, 2008 sedans receive Sirius satellite radio and Bluetooth as standard equipment. Additionally, two new option packages have been announced for the 2008 RS 4 sedan: The $750 Titanium package turns the front grille, side window moldings, interior headliner and interior trim black - and the wheels titanium. For $3800, the Executive package inserts crimson red leather seat centers and door panels alongside black leather side bolsters and headrests. The seats and floor mats get red piping, and the shift boot and steering wheel get red stitching. Piano black interior trim rounds out the package.

First the sedan and now the convertible. As they say, two out of three ain't bad. But we're still hoping Audi brings us the wagon.

2007 Lamborghini Gallardo Superleggera

2007-06-06T13:33:00.000-07:00

On paper, a 154-pound weight savings and a 10-hp increase in power are not exactly the stuff dreams are made of. The truth is, the benefits of the new Lamborghini Gallardo Superleggera's high-carbon-fiber, low-calorie diet are not immediately obvious, especially given the nearly 20 percent surcharge over the $181,500 base Gallardo. And unlike the new Porsche 911 GT3 RS, the 2999-pound Superleggera (superlight) has no competition aspirations. That's a shame, because this car really needs a racetrack to fully deploy its potential. With the exception of the 0.2 second by which it improves in 0-to-62-mph acceleration (3.8 versus 4.0 seconds, according to the factory), it's at the edge of grip and adhesion where the lightweight Lambo shines brightest.

On the road, the cream-of-the-crop Gallardo is nothing more than a noisier and louder version of the mid-engine coupe that already scores ten out of ten points on the street-credibility scale. On the track, however, the Superleggera sifts the men from the boys by giving more and asking for more. More risk and more trust. Later braking and even later downshifts. A make-it or break-it line that straddles curbs, advances turn-in points, and uses all the clean tarmac there is. It's not just the mind-boggling velocity that makes your neck hair stand on end between gearshifts. It's also the car's fluidity, its balance, and the way it laughs at fourth-gear sweepers that enchants you. A GT3 RS might be more nimble and chuckable, but the Lambo is certainly in the same performance league. While it's more composed and controllable overall than the 911, the lightweight Gallardo is no less challenging, especially when the stability control is turned off.The Superleggera's lack of all but the most basic sound-deadening materials makes the journey to the limit as stimulating to your ears as it is taxing to your firmly strapped-in body. Thanks to four-wheel drive, launches will never be as overtly spectacular as they are in a powerful rear-wheel-drive car, but the sensation of excess traction is no less exciting to a keen driver than a pair of smoking tires. Since the needle of the rev counter shoots up the orange-on-gray dial like a rocket, your right index finger must always be on the alert, ready to blip the paddleshifter to call up the next gear ratio.

The 5.0-liter V-10 is untouched except for a reprogrammed ECU and a lighter exhaust with reduced back pressure. It sounds two octaves more Jack the Ripper-esque than the base Gallardo, but the gain in grunt is more acoustic than it is tangible. What makes all the difference is the optional paddleshift E-gear's transmission management. Downshifts are still prompt, but full-throttle upshifts are superaggressive.

The transition from first to second gear feels like a sudden in-cab explosion. Second to third is almost as quick and mechanical. From third to fourth, the driveline at last seems to come to terms with the high revs, the big oomph, and the serious power. At all engine speeds, the throttle response mixes telepathy with anticipation. Above 5000 rpm in particular, it feels as if your right foot is minutely and directly modulating the intake flow. A conventional six-speed manual transmission also is offered.

The sportier dampers are a welcome modification on the track, where poise, roadholding, and control are instrumental for shaving off tenths of a second. On fresh tires, the Superleggera must be pure bliss, but driving on our test car's taxed nineteen-inch Pirellis, the Lambo was flat and amazingly stable. Despite the tail-friendly 30/70 percent torque split, you experience the full handling spectrum, from determined understeer to radical oversteer, and, even with the stability control engaged, the Lambo permits dramatic drift angles. All-wheel drive notwithstanding, the steering offers good feel. It's on the heavy side, even by supercar standards, but it is very accurate.

The only gripe one might have with the Superleggera's livery is the full-length decal that looks a bit aftermarket. The mirror housings and the $5850 rear wing are made of carbon fiber. Inside, black Alcantara stretches from wall to wall, and the fit and finish are world-class. The same applies to the carbon-fiber bucket seats, which are shaped to perfection but aren't available in the States, because U.S. cars get seats with side air bags. To further save weight, Lamborghini applied carbon fiber to the door panels and the center console and made the radio and navigation system optional. Also, the rear window and the rear side windows are now made of polycarbonate, not glass.

The V-10-powered Lamborghini has matured tremendously since it was first released in 2003, but it's worth remembering that our impressions were restricted to the track. The Superleggera starts to shine only at a pace where most drivers have long since backed off, and the $33,500 price premium doesn't include the carbon-ceramic brakes, which cost an additional $15,000. I gave back la bella macchina reluctantly, grinning from ear to ear, but if it were my own money, I'd opt for the Gallardo Spyder. Call me a wimp, but I'm afraid that's what getting older does to you.

Shelby GT500 Super Snakes Edition

2007-06-03T06:27:00.000-07:00

Shelby Automobiles will use newly-developed Ford Racing GT500 performance packs to help transform a limited number of 2007 and 2008 Ford Shelby GT500’s into fire breathing “Super Snake” coupes. The Super Snake post-title package will include enhancements to the Ford Shelby GT500’s handling, styling and power; tuning options will range from a warranted 600 bhp V8 to over 725 bhp (unwarranted). Only a limited number of Super Snakes will be built per model year at the Shelby Automobiles facility in Las Vegas beginning in late 2007.

“My team at Shelby Automobiles is always working on new ways to build better performing cars” said Carroll Shelby. “I told them that I wanted to build a vehicle that could blow the doors off of most anything on the planet. By partnering with Ford Racing, we’re giving enthusiasts a Mustang with that level of performance.”

Working together at the Las Vegas Motor Speedway and in Dearborn, Ford Racing and Team Shelby developed the aggressive suspension and engine package specifically for the car.

“Mustang enthusiasts are demanding more from both Ford Racing and Shelby Autos” said Jamie Allison, Manager of Ford Racing Performance Group. “The GT500 Super Snake package, with its higher horsepower levels and balanced track-inspired tuning, satisfies those demands and then some … in a uniquely Ford – Shelby way.”

In 1967, Shelby American built one 427-powered GT500 “Super Snake” for Mel Burns Ford. Carroll Shelby drove it at the Goodyear test track for tire promotion film production. That car reached lap speeds of over 150 mph and a top speed of 170 mph. The new Ford Shelby GT500 Super Snake will be equally potent.

“The name ‘Super Snake’ is legendary because the one that Shelby built was the pinnacle of muscle cars in 1967,” added Amy Boylan, president of Shelby Automobiles. “We’re bringing that concept forward 40 years for customers who own a Ford Shelby GT500. We’ll give their car amazing new capabilities.”

Ford Racing and Team Shelby developed the GT500 Super Snake package which will include:

Ford Racing Supercharger upgrade kit (SuperPack 600) producing over 600 horsepower and 590 lb-ft of torque
6-speed manual transmission with 3.73:1 rear axle ratio
Ford Racing performance exhaust system
Ford Racing Handling Pack offering unique performance suspension tuning including Dynamic adjustable dampers, lowering springs, tuned stabilizer bars, and front strut tower brace
Shelby-designed Alcoa 20-inch wheels
Ford Racing short-throw shifter
Baer 6 piston brakes with Shelby cast calipers and larger rotors
Front brake cooling ducts
Unique carbon composite hood featuring classic Shelby design
‘Shelby’ lettering across the front edge of hood and rear decklid
'Super Snake' vehicle badging
Carroll Shelby signature embroidered headrests, floor mats and other Shelby designed components
Official Shelby CSM dash plate

In addition, while the full Super Snake package will be available exclusively through Shelby Automobiles, many of the products comprising the Super Snake package will be available from Shelby Automobiles and Ford Racing starting in June.

2007 Chrysler Sebring Convertible

2007-06-02T17:48:00.000-07:00

The Wall Street Journal recently reported that some 28 million Americans play golf, a figure that represents more than nine percent of the overall population. Aside from families with children, is there any other subsegment of society whose needs figure as prevalently into the product plans of carmakers? The all-new Chrysler Sebring droptop is the latest vehicle designed around the cargo-carrying desire of those who chase the little white ball. The body structure to support the Sebring's optional fully automatic retracting steel roof (as well as the vinyl and canvas versions) was expressly engineered and designed so that, even after the roof has whirred and flipped and folded its way down under the tonneau cover, taking up a sizable portion of the cavernous 13.1-cubic foot trunk in the process, two fully loaded canvas bags can be squeezed in for the trip to the country club.

The drive there will, overall, be a pretty pleasant, if uninvigorating, experience. This latest Sebring is about two and a half times stiffer torsionally than the old car, so cowl shake is largely absent, and the car feels like a solid piece. Powertrains include a 2.4-liter four, a 2.7-liter V-6 (expected to be the volume model), and, in Limited trim, a 3.5-liter V-6 mated to a six-speed automatic.

The top-spec powertrain offers decent acceleration and smooth shifting, but the Sebring lacks the Toyota Camry Solara's compliant ride and the sharper handling of the Volkswagen Eos and Pontiac G6 hardtop convertibles. Chrysler engineers devoted themselves to packaging the hard top and stiffening the body, but for the mid-cycle update, maybe they could dial in some steering feel and fine-tune the chassis.

The Limited's interior is pleasing enough, but lesser models take a big plunge downmarket in cabin trim quality. As for the Sebring's high-waisted, awkward exterior? Maybe golfers won't care. After all, they wear plaid pants and white shoes.

Ferrari Hamann F430 "Black Miracle"

2007-05-23T08:17:00.000-07:00

The Ferrari F430 already is a brilliant, eye-catching vehicle. The “look“ as well as engineering technology presents many similarities to motor sports racing. In the latter instance, most vehicles here feature a catchy paint finish in “warrior look”. Hamann Motorsport now offers the mid-engine Ferrari a special outstanding design that equally provides a racing car look standing out from the crowd. It’s called “Black Miracle“ and will be responsible for great deal of turned heads.

Hamann’s “Black Miracle“ designed black car body via a foil suggests the appearance of a primary base coat versus a ready-finished lacquered vehicle. It leaves an impression as if the entire car body is covered in velvet. Here as well, comes an idea directly from motor sports racing scene where motor covers are often finished in black matt to aide drivers with glare reduction. The “Black Miracle” design by Hamann acts similar to a black hole absorbing all light. For the “light at the end of the tunnel” Hamann provides additional parts following customer preferences in brilliant red, orange or yellow finish. The contrast between black matt and each “luminizing” addition is unquestionably mesmerizing especially for countless admirers at Ferrari meetings. Such an individualized F430 entrance has never been seen before! The highlight of the “Black Miracle“ designs: when the black matt color doesn’t seem pleasing anymore, the foil can be easily removed.

The noted Hamann aerodynamic kit for the Ferrari F430 in dazzling colors grasps many elements directly out of motor sports. Front impressions of the F430 “Black Miracle“ through Hamann’s front spoiler provide a distinct racing sports face and minimize front axle buoyancy. The wide rocker panel wings give a lowering impression. Further reminiscence of sports racing awakens at the rear end through the Hamann diffuser and a powerful rear wing which provides more downthrust on the rear axle. Hamann air dams for the downforce generating Venturi Tunnel boosts the effect.

Additionally included in the “Black Miracle“ design are finished aerodynamic parts in red, orange or yellow as well as colored side mirrors and brake calipers, tinted rear lights, a colored engine cover framing, dark tinted windows (including front window), bi-colored leather furnishings (any choice of color combinations), Hamann logos within the head rests as well as the wheels finished in the color of the aerodynamic components and with completely covered black matt rim flange.

The absolute show stopper effect with the eye-catching “Black Miracle” colour in combination to the car body is achieved with the addition of Hamann constructed wing doors. This process is completed without compromise as Hamann offers a completely full car body integration through guaranteed technology minus that look of actually being built-in. In other words, this vehicle looks as if it just rolled directly off the assembly line.

Through new motronic programming including a new rear silencer plus a sporty high-performance header and sport steel catalyst, the F430 in Hamann “Black Miracle” style has a performance increase of 50 bhp which is naturally a plus for vehicle performance.

Even more driving pleasure is promised with a specially designed set of suspension springs. Through the Hamann springs, not only does the F430 lurk lower to the ground, it also moves noticeably with more agility.

The F430 “Black Miracle” comes equipped from Hamann with a 3-pieced, forged light weight wheel “Edition Race” in 20-inch. Available for the front axle in size 8,5 x 20 (tires 235/30 R20) and for the rear axle in size 12,75 x 20 (tires 325/25 R20).

One example of the ultra lightweight wheels with dimensions of 12,75 x 20 have an astounding weight of only 34 lbs! As previously indicated, within the “Black Miracle” package Hamann finishes a wheel spider in the color of the aerodynamic components and rim flange matching to the car body in black matt.

2007 Audi S3 Sportec

2007-05-23T08:14:00.001-07:00

The Swiss tuner Sportec has taken the compact Audi S3 under its wing - which in its standard version already is a quite agile machine. The engine, exhaust and chassis components newly tuned by Sportec make the Audi a bit faster (165 mph top speed) while the gained performance excites the appetite to literally devour the tarmac during spontaneous bursts of speed.

The 2.0 L TFSI engine – already ex works a quite powerful one – produces in its standard version 265 bhp and a torque of 256 lb-ft. Thanks to its turbo technology, the powertrain offers the ideal possibilities to elicit a steady performance peak from the S3 by means of software modifications. Thus, after having been remodeled by Sportec, the Audi S3 comes up with such remarkable values as 300 bhp and 303 lb-ft, catapulting the S3 to 165 mph. With respect to the sprint from 0 to 60 mph, Sportec-modified S3 needs only 4.9 seconds – about a second faster than its series brother.

Take a look at these figures, and you get an idea of why, to any enthusiastic driver, a trip to the renowned Swiss tuner Sportec is equal to a pilgrimage. Costing 1400 Euros, assembly included, this performance boost is still affordable while the optional all-inclusive warranty guarantees the necessary security for everyday use.

The fact that, apart from such sporty genes, environmental awareness and increasing fuel prices were far from being neglected will rejoice the critics – as a matter of fact, the Sportec Audi S3 consumes about the same amount of fuel as the standard version. The marvelous sound is provided by the Sportec stainless steel exhaust system extending from the catalyst. In order to assure that such powers find their way safely to the tarmac, Sportec offers the exclusive 8.5 x 18 and 8.5 x 19 inch aluminum wheels Mono 10 with 225/40 ZR18 or 235/35 ZR19 Pneus. For an extra charge of 4900 Euros, the Sportec sport brake system’s luxuriant discs will rotate beneath. Uncompromisingly sporty driving characteristics as well as lesser sidewise inclination are assured by the optional coil-over suspension or by the spring set. This will not only improve the dynamics during high speed cornering, but also the visual dynamics.

The finishing touch is added by the aluminum pedals and footrest and the optional Alcantara interior equipment. To ensure that the gears will slide with Swiss precision into their place, Sportec offers a short throw shifter, assembly included – the cherry on top.

2008 Volkswagen Golf GTI Pirelli

2007-05-23T05:25:00.000-07:00

Before you get too excited about what you see, know that there are currently no plans to sell the Golf GTI Pirelli in the United States. Having said that, you won't be missing a whole heck of a lot.

Set to go on sale in Europe this September, the GTI Pirelli is a special edition car that mirrors the "original" GTI Pirelli that was available in 1983. There were about 10,000 of those cars built, with their most distinctive feature being the Pirelli "P" on the outer edges of their fourteen inch alloy wheels.

The new Golf GTI Pirelli differentiates itself from the regular GTI in much the same way. It rolls on eighteen inch Pirelli wheels with the latest P Zero tires for rubber. The car loses the black trim found on the GTI in favor of being evenly coated in a choice of four colors. The will be one exclusive color - "Sunflower" yellow. Inside, special upholstery has a tire tread pattern; yellow stitching and Pirelli badges adorn the seats, wheel, and handbrake lever. Mechanically, the 2.0-liter FSI four-cylinder has been tuned to deliver more power-226 horsepower versus an even 200 for the regular GTI-with little-to-no fuel-economy penalty. Top speed has crept up to 152 mph.

So why shouldn't you be drooling over this special hatch from Vee Dub? Because, as any Volkswagen enthusiast will tell you, half the fun of owning a GTI is the endless potential for customization from hundreds of aftermarket suppliers. Why let Volkswagen have all the laughs?

2007 Volkswagen GTI W12

2007-05-23T05:15:00.000-07:00

Volkswagen has figured out how to ensure that the GTI wins Automobile of the Year again next year. Its crazy engineers made a rear-wheel drive GTI with a twin-turbocharged, 6.0-liter W-12 in the back. Too bad we'll probably never get our grubby little fingers on one of these. But if we did, we'd love it.

Making its debut at the Wörthersee show - an enormous Volkswagen get-together in Austria - the Golf GTI W12-650 is a show car only. That means you shouldn't get your hopes up to be able to buy one. It won't happen.

But what did happen is that VW stuffed the mid-section of a Mk5 GTI with a 650-hp version of the W-12 found in the Bentley Continental GT. The engine is mounted longitudinally, and its 550 lb-ft of torque makes its way to the rear wheels through a six-speed automatic transmission. And the resultant urgency should be obvious: the GTI bangs off zero to 100 km/h in 3.7 seconds, and tops out at 202 mph.

The W-12 GTI is almost five inches wider than the standard GTI, and sits more than three inches lower on nineteen-inch wheels. With no engine under the hood, the front tires are a relatively pedestrian 235-mm wide. The rears, however, have to cope with all that horsepower, and balloon to 295 mm.

VW stealthily incorporated air ducts into the C-pillar by angling the rear glass inward. Air sucked into the ducts is used to assist in cooling (there are radiators in the front of the car as well) but also helps to reduce aerodynamic lift in the rear. The carbon-fiber roof also assists in the production of downforce.

Although the GTI W12-650 is obviously not a mass-market car, it's nice to see that Volkswagen shows up with cars like this at enthusiast gatherings. Pay attention, auto makers: Vee-Dub is among the best in the business when it comes to playing to its fan base. And, to steal a few phrases from VW's ad campaign: this is one Pre-Tuned GTI that is definitely not sucking.

Aston Martin Vanquish S

2007-05-20T11:38:00.000-07:00

It's hardly the blowout price of late-night TV commercials, but the Aston Martin DB9's $155,000 base sticker looks like a bargain compared with the range-topping Vanquish at $236,000, particularly when the two cars are so close in spec and appearance. It begs the question: Why pay more for a Vanquish?

The new Vanquish S provides a riposte, the main thrust of which is an additional 60 hp for its superb 5.9-liter V-12 (now 520 hp to the DB9's 450). New cylinder heads with modified combustion chambers, new fuel injectors, new spark plugs, and new forged-steel connecting rods are features that help account for the power boost.

The Vanquish S hurtles to 100 mph-less than half its claimed maximum-in just under ten seconds. Acceleration that makes you gasp and squeal with delight is complemented by an inspirational howl as the power curve's 7000-rpm peak is approached. Clearly, Maranello is not the only place where they know how to make magnificent V-12 music.

Moving that much closer to the 100-hp-per-liter mark has not made the engine peaky. It now delivers 425 lb-ft of torque-the standard engine packs 400-and about 80 percent of that grunt is on tap at 1000 revs. This, allied to revised final-drive gearing, provides performance that's appreciated in nip-and-tuck situations on the open road.

Backing up the more potent powerplant is the Vanquish's optional Sports Dynamic chassis, standard on the S, which includes lowered ride height, sportier spring rates, and faster steering responses. Bigger brakes, now with six-pot calipers up front, provide even more stopping power.

We faced ferocious winds and torrential rain as we hustled the exceptionally stable Vanquish S along English freeways and Welsh mountain roads. Aston's biggest hitter felt very taut and purposeful, but comfort has not been sacrificed on the altar of handling. The ride is surprisingly civilized, and road-noise suppression is remarkable in view of the enormous tires.

Supercars aren't supposed to be practical, but it is difficult to imagine anyone other than a dimensionally challenged, sadomasochistic contortionist getting into the Aston's back seat. The trunk is tiny, despite the absence of even a space-saver spare, but our main quarrel is with the six-speed manual transmission that harnesses electrohydraulic technology to change gears in the paddle-shift and automatic modes. Downshifts are fine, but the system can't seem to deliver consistently smooth upshifts, no matter what you do with the throttle.

The S is priced $19,000 higher than the regular Vanquish, but in the strange world of supercar prices, it's undeniably a stronger value than the standard car, which it likely will supplant. But does the S justify paying extra over the DB9? While the enhanced Vanquish does provide more order in the Aston universe, that clumsy transmission would deter us.

2008 Subaru Impreza WRX STI Limited

2007-05-20T11:34:00.001-07:00

Subaru is finally offering an STI without the cop-magnet, boy-racer livery. The wing, the gold wheels, and the matching brake calipers are gone, as is the rally blue paint, which is replaced by a more sedate white or gray. A power moonroof, new leather seats, and additional undercarpet soundproofing--all at no charge--make the STI Limited's cabin a bit more hospitable, but you're reminded of the WRX's econocar roots when road noise infiltrates.

All STI models have an updated drivetrain for 2007. The positive-feeling but slightly notchy gearbox gets new gear ratios, and a new Torsen limited-slip rear differential is standard. When you plunk yourself into the Limited's heated buckets, you can dial up the same wicked, four-wheel-drifting hooliganism you can in the "ordinary" STI. We still wish the STI had the telepathic steering and the cohesive handling of Mitsubishi's Lancer Evolution, but the Subaru's bigger-displacement four-cylinder trumps the Evo's powerplant in power and character.

For the most part, the Limited comes off as a leather-covered, better-looking STI--but it also painfully emphasizes the age of the current WRX platform. Really, the car is little more than a way to move a few more Imprezas off dealer lots before the all-new model arrives later this year. If you want an STI to live with every day, buy an "ordinary" model with silver paint and silver wheels and hack off the wing with a Sawzall. A rally car shouldn't have leather seats and a moonroof, anyway.

Ferrari Enzo

2007-05-19T05:47:00.000-07:00

F50, F40, 288GTO--these cars, more than any others, reinforce the storied Italian auto-maker's rich tradition of turning out road cars that are tantalizingly close to its competition cars. They are produced only every few years, in tiny batches, and each one is an event. With the turn of the century and Ferrari's return to prominence in Formula 1, it's time for another in this grand sequence, the Enzo Ferrari.

The what? The Ferrari Enzo Ferrari? Or just the Enzo Ferrari? With characteristic Italian clarity, the press kit explains: "The car is called the Enzo Ferrari, but it will be referred to simply as the Enzo."

These conflicting requirements necessitated active aerodynamics. The movable elements are two front-hinged flaps in the underbody under the twin front radiators and a rear body panel between the taillights. For maximum downforce, the front flaps are tucked up flat against the underbody, and the rear spoiler extends up. For less wind resistance (and maximum speed), the front flaps angle down while the rear spoiler retracts. Besides the movable panels, there is considerable attention to air management elsewhere. For instance, air channels run along the car's smooth underbody, from the pointed nose to the two rear diffusers. The Enzo's project leader, Giuseppe Petrotta, claims it's this underbody air management that allowed the engineers to meet Montezemolo's directive to eliminate the huge rear wing, a feature of both the F40 and the F50.

The inside of the Enzo is nearly as exotic as the outside. That's particularly true of the steering wheel, which looks like something out of an F1 car. Indeed, what Ferrari refers to as the man-machine interface is one of the chief areas where the Enzo borrows from Formula 1 technology. So here's this flat-topped wheel with a series of light-emitting diodes in the rim at the top. Yellow and red lights at the far left and right let you know something's up on the gauge cluster. The band of five red diodes in the middle light up in sequence from 6000 rpm up to the 8000-rpm redline. Shifting is via steering-column-mounted paddles, although the gearbox is slightly different here from those in other Ferraris: Shifts are quicker, there is no automatic mode, and reverse is engaged not by a T-handle on the console but by a button on the steering wheel. Other buttons change the info display on the dash, raise the front of the car by 1.2 inches (to cope with bad road surfaces), and switch among the traction control's three settings. The Sport mode has traction control fully engaged; the Race mode allows some wheelspin; the system also can be shut off altogether.

An overview of these controls is the extent of our briefing before the start of the five-lap test drives. We're in the pit garage just a few feet from the long straight. The great red beasts idle on the red-painted floor, the V-12s resonating in the metal building. The mid-mounted engine is visible under the rear window, as per the current supercar custom. The 48-valve, 5998-cc engine is a brand-new design that is the first of a new family of V-12s. Featuring a 65-degree V, it's constructed of aluminum, with Nikasil-lined cylinder walls and titanium connecting rods. In addition to continuously variable intake- and exhaust-valve timing, the intake manifold has telescoping pipes, a torque-boosting technology derived from F1.

But above it all is that engine. The Enzo accelerates so fiercely that there seems to be no place to hold your foot down for more than a moment before the next corner comes rushing up to the windshield right now. That's what 650 horsepower will do for you. We're told that lighter reciprocating parts in the new V-12 make for less inertia and quicker revving, not that you have to light up the steering wheel LEDs to get a lot out of this engine. At 3000 rpm, the V-12 is already pushing out 383 pound-feet of torque, with 485 pound-feet coming at 5500 rpm.

We come flying down the straight, which seems to shorten so fast it could be telescoping under the car. Deep into the brakes this time--they're a little strange-feeling at the top of the pedal travel but heroically strong and easy to modulate the harder you're using them. The anti-lock system tries to interfere as little as possible--even letting through a brief bit of lock-up toward the end of a hard stop.

Ferrari's Enzo is an intense experience, and you walk away woozy but grinning. Our man Georg Kacher was so taken by the car that he was heard to offer Ferrari PR supremo Antonio Ghini 175 euros (all the money in his wallet) for five more laps, an offer politely declined.

If you want to park one in your own garage, that will empty your wallet to the tune of $670,000. But a word of warning before you go rushing down to your local dealership with your lottery check--or, for you CEOs out there, your week's wages: You're already too late.

Ferrari plans to build only 349 Enzos (the same as the F50's total production), with only 70 of those coming to the United States (where there are 220 orders so far). Just as it was in the founder's day, money alone doesn't guarantee you a Ferrari.

2007 Lamborghini Gallardo Spyder

2007-05-19T05:40:00.000-07:00

It is difficult not to be fascinated by the sheer presence and the daring proportions of this radically angular sports car, but it is downright impossible not to be thrilled by the Gallardo's aural charm. The thunder-and-lightning show begins with a twist of the ignition key-mercifully, the Italians have spared us the mushrooming nuisance of including both a key and a starter button. Even at idle, the 7-8-5-2-1-10-9-4-6-3 firing order stimulates your eardrums. The 5.0-liter V-10 needs a chainsaw-like 8000 rpm to develop 512 hp (19 hp more than last year). The maximum torque of 376 lb-ft at 4500 rpm gives the two differentials hell; fortunately, both are limited-slip designs. Most of the twist action is diverted to the rear wheels in normal circumstances, but whenever wheel spin occurs, the central viscous coupling instantly redistributes the torque as necessary.

Tipping the scales at 3462 pounds, the Gallardo Spyder can accelerate from 0 to 62 mph in a claimed 4.3 seconds, leaving two fat black stripes on the tarmac and a red exclamation point in your mind. The forward thrust continues until the Spyder eventually reaches a maximum speed of 195 mph with the top closed. When the roof is down, it's briefly possible to experience 191 mph-your eyes running with tears, your face strangely distorted, and your hair shedding a lock every 500 yards or so.

Despite having all-wheel drive, the Gallardo Spyder will readily power oversteer. It lets its tail go much later than a Ferrari F430 or a Porsche 911 Turbo and its slide angles are typically less dramatic but nonetheless the ultimate arbiter of its fine handling balance is the throttle. When it does assume an attitude, however, you had better time and meter your inputs properly. But thanks to the extremely stiff aluminum body and the rigid unequal-length control arm suspension, the responses are very sharp.

The rack-and-pinion steering is now twenty percent quicker than before, which is especially obvious around the straight-ahead position, where the Gallardo Spyder is now about as forgiving as a live wire. Turn-in is positively electrifying, and yet there is a surprising lightness to the helm that refuses to disappear as you wind on lock. Like the proverbial go-kart, this car responds with rare accuracy. The only flaw is the ridiculous turning circle of 42.7 feet. Koni dampers take the vehicle speed, the driving style, the cornering force, and the surface quality into consideration. When in sport mode, however, the computer mixes too much cement into the hydraulic oil, so the Lambo will occasionally bottom out, and there is also some unwanted front-end pitch. The brakes, on the other hand, are strong and full of stamina.

The Gallardo's build quality is now truly impressive. The fabric roof of our test car never spoke a word, the leatherwork was assembled to the highest standard, fit and finish were spot-on, and the surfaces were every bit as classy as those of an Audi A8. There are less expensive sports cars on the market, and even more complete ones. But as far as blending ability and curb appeal is concerned, the Gallardo Spyder is very special.

2007 Mitsubishi Eclipse Ralliart

2007-05-19T05:35:00.000-07:00

There's just one thing wrong with the 400-hp, all-wheel-drive Mitsubishi Eclipse Ralliart turbo: you can't buy it. It's a one-of-a-kind SEMA concept that showcases Ralliart, Mitsubishi's new line of performance parts. But maybe one day you'll be able to buy it. Anyway, that's what we told ourselves when we showed up at Willow Springs International Raceway to become the first to drive the car in anger.

The Ralliart enhances the Eclipse's voluptuous teardrop shape by dropping it closer to the ground and adding wider fender extensions. Like the forthcoming Mitsubishi Evo X, this Eclipse uses carbon fiber for the roof panel, the hood, the air-gulping front grille, and the aero pieces. The twenty-inch Dymag wheels even have carbon-fiber rims fastened to billet-aluminum centers.

Mitsubishi commissioned John Mueller of Muellerized Road Race Engineering to slide the drivetrain of the Lancer Evo VIII under the skin of the Eclipse. Mueller's makeover of the Evo's 2.0-liter four features a big HKS turbocharger, but he's calibrated the powertrain for drivable torque instead of peak power, so the turbo four's quick bang of power is a huge step forward from the lazy personality of the Mitsubishi V-6. There's not much suspension travel, but Mueller's coil-over dampers keep the car from bounding off its bump stops, and there's no trace of awkward, all-wheel-drive-style front-end dynamics when you jump on the power. For all this, the Evo powertrain doesn't make this Eclipse any lighter, so it probably still weighs about 3500 pounds.

It's hard to know what the future holds for the Eclipse Ralliart. Mitsubishi left behind its constituency of street punks when the third-generation Eclipse was introduced in 2000 with its unexciting V-6, and the Eclipse Ralliart is meant to coax those guys back under the tent by reviving the turbocharged, all-wheel-drive formula. There's not as much money in the youth market as many manufacturers anticipated, but we think Mitsubishi needs to proceed with the Eclipse Ralliart anyway. Simply put, street cred delivers long-term sales in a way that even dramatic styling cannot.

Dodge Viper SRT10

2007-05-19T05:30:00.000-07:00

Sports cars--especially those with a 500-horsepower honker under the hood--don't get any more civilized than this. Memo to Herb: Eat your baseball cap.

While the original Viper was a true reptile, at times ill suited for polite company, the new one poised to hit the showrooms this fall has been taught proper social graces. Raw edges have been polished off its exterior, the chassis is tuned for performance and poise, and practically all of the first generation's silly shortcomings have been corrected. This is not to say Helbig and crew have turned a venomous serpent into a garter snake.
Convincing proof that their heads are on straight is found in this car's mission statement. Top priority: Maintain the Viper's status as the ultimate American sports car. Other priorities: Make the car a real convertible, fine-tune the in-your-face exterior, advance all facets of performance, and honor the original Viper's back-to-basics philosophy.

It's doubtful anyone will begrudge the digimeter, not when there's so much energy on tap to advance the numbers in its display. Viper engineering director John Fernandez calls the 8.3-liter V-10 new from the ground up. "The basic architecture is the same, but practically every part is new," he notes. "Both bore and stroke are larger to achieve the 500 targets we established for power and torque. The new intake manifold consists of two staged throttles feeding a single plenum and runners that are significantly shorter than before to fit in the space available under the hood. We also trimmed a few pounds of weight with the new engine."

When you push the start button to stroke those ten cylinders to life, a whopping-big growling grunt rumbles out from under the hood. Across the expanse of asphalt at Daimler-Chrysler's Arizona proving grounds, the sound is more locomotive than automobile--deeply guttural, octaves lower than the keening shriek emanating from your average Bimmer or Ferrari. At idle, there's enough nervous energy to shake the whole car, enough injector noise to trip distant intrusion alarms, and nearly enough heat boiling out of the floor in this underinsulated development mule to alter climatic conditions.

Since engine calibrations are still in a state of flux and Helbig is worried about the inevitable abuse of his $50 million mule, testing was discouraged, but we knocked off a few quick measurements anyway. In spite of the 5800-rpm fuel cutoff dialed into the powertrain control computer and limited opportunities to optimize the acceleration-launch procedure, the 2003 Viper clocked a 4.4-second sprint to 60 mph and a low-twelve-second quarter-mile run. (While the mule's tach was redlined at 6500 rpm, production intent is a 6000-rpm redline and a 6100-rpm fuel cut.) Data fans in the audience will note that these acceleration figures are roughly equivalent to those of today's Viper, in spite of the 50-horsepower gain, less weight, and improved traction. Be not dismayed, snake aficionados: We'll be back to update the performance profile as soon as there's a chance to do so.

Suspension components follow the same evolutionary path. There are subtle geometric alterations, such as reduced anti-dive and anti-squat characteristics, along with dimensional changes. The wheelbase has been stretched 2.6 inches to facilitate a more comfortable (civil?) cockpit layout. The front track is 1.8 inches narrower, in anticipation of accommodating racing rubber beneath the air-penetrating front fenders of the FIA and/or ALMS competition coupe. At the rear, the track dimension grows by a scant 0.3 inch. However, the muscular rear haunches house Michelin Pilot Sport radials that are one notch larger in section size and rim diameter (345/30ZR-19s versus the outgoing car's 335/30ZR-18s). Asked if there was a loss of adhesion with the move from conventional to run-flat rubber, Helbig responds, "Absolutely not. In fact, we gained performance with the new tires. The Michelin development team helped create an awesome package for this car."

Fernandez, Helbig, and their dedicated band left us only one detail to gripe about: needlessly tall transmission and final-drive ratios inherited from the previous model. If you buzz the engine to the redline in first, you'll hit 59 mph before a shift comes due. Sixth is worth (a purely theoretical) 315 mph. For all intents, fourth through sixth gears are excess baggage.
The gear-ratio gaffe is a venial sin in light of the improvements throughout the new Viper. This is the first dashing Dodge that demands to be taken seriously. Now that the King of the Hill throne is under attack by both the Viper and the hot Fords warming up in the lab, reaction from the Corvette camp bears watching.

2008 Dodge Avenger

2007-05-19T05:26:00.000-07:00

Dodge figures the full-size Charger's styling will work just as well on a mid-size car. And so we have the Avenger, which basically looks like a three-quarter-scale Charger. Mechanically, the Avenger is a twin to the Chrysler Sebring sedan, sharing its underpinnings and powertrains. And like the Sebring, the Avenger hopes to out-value the Honda Accord, the Nissan Altima, and the Ford Fusion. To that end, the Avenger starts at$18,895--$1605 less than an outgoing Stratus but with $985 more content.

The Avenger's cabin is spacious enough for two six-foot, two-inch occupants to sit one behind the other in comfort. Perceived quality is a big step up from other recent Chrysler efforts, and the unique dashboard architecture is characterful. Other neat cabin touches include the Chill Zone (a beverage cooler mounted in the dash) and MyGig (an optional audio, navigation, and entertainment system that allows you to download music and photos to a hard drive).

The driving experience is not nearly so cool. The 2.4-liter four moves the beast along reasonably well, but those expecting a performance hit from the V-6-powered R/T (man, does that badge set up expectations, or what?) will be disappointed. At least the six-speed automatic is smooth and fast-reacting, especially in manual mode.

Eventually, there will be an Avenger SRT, but Dodge hasn't decided yet whether it will use a blown version of the 3.5-liter V-6 or a higher-displacement V-6. It'll almost certainly be all-wheel drive, an option that arrives by July for R/T models.

This new Avenger won't be rewriting any rules for the mid-size class. At best, it's an alternative with a uniquely American accent.

2008 Mercedes SLR McLaren Roadster

2007-05-19T05:21:00.000-07:00

Just when you thought the SLR McLaren supercar would be slated for the slaughterhouse -- its sales are slowing in its fourth year on the market -- Mercedes has chopped its carbon fiber top off for a new lease on life.

The SLR Roadster will be built alongside the coupe at McLaren’s Formula 1 factory in Working, England, and deliveries to U.S. customers will begin this fall.

The addition of steel-reinforced A-pillars, two fixed roll bars, and unique carbon-fiber crash elements hasn’t done much to diminish the SLR’s performance – Mercedes says the Roadster will accelerate from zero to sixty in a mere 3.8 seconds on to a terminal velocity of 207 miles per hour.

Equally as speedy is the convertible top’s operation – which takes less than ten seconds. The roof, which is constructed out a newly developed material and is available in black, tan, or red, is lowered at the touch of a button – after manually unlatching it. Manually? In this price range? How quaint.

Prices for the 2008 SLR Roadster haven’t yet been announced, but we expect a slight premium over the $450,000 coupe. Mercedes proudly announces that passengers can still converse at well over 120 mph with the top down. Perhaps that’s not a good thing – its well-heeled drivers will be subjecting themselves to one big speeding ticket trying to drown out their significant others. Then again, with a 6.5-liter, 617-hp supercharged V-8 under that obscenely long hood, they should be able to outrun the cops handily.

Mercedes-Benz CLK DTM AMG

2007-05-18T10:36:00.001-07:00

Ahead of us, three-time Le Mans winner and touring-car hero Klaus Ludwig is doing extraordinary things with a CLK55 AMG F1 pace car that has tricked-out suspension and brakes and a straight-through exhaust. The CLK is dancing every which way into and out of corners, including the dauntingly fast Signes sweeper, the signature bend on the Paul Ricard racetrack. Meanwhile, at the helm of the CLK DTM AMG, it's pretty serene: we're going quickly, but the car is so composed that there's even time to chuckle at the antics going on up ahead.

The sad thing is, Mercedes-Benz is making only 100 DTMs, they are sold out, and they aren't coming here. The car is loosely based on a stock CLK55 AMG, except the aim was to make an all-arounder that evokes the spirit of the racing CLK that won the 2003 DTM (German Touring Car Masters) racing series.

It certainly looks the part, with its deep front spoiler, pert deck-lid wing, brawny wheel-arch extensions, and nineteen-inch front and twenty-inch rear wheels, shod with 225/35 and 285/30 Dunlop tires. It's the kind of body kit that only someone like AMG gets right: mean yet close enough to the stock car that it doesn't act as a cop magnet.

The interior is a study in carbon fiber. The stock CLK instrument panel remains, but there's a new gauge cluster, and racy carbon fiber swathes the door inners, the center console, and the space where the rear seats used to live. Carbon-fiber bucket sport seats with leather trim, four-point harnesses, a suede-covered steering wheel, and alloy paddle shifters complete the effect.

There is go to accompany the show, courtesy of a massaged version of the SL55 AMG's 5.4-liter, supercharged V-8, which now cranks out 574 hp and 590 lb-ft of torque. Modified cam timing, more boost, a stiffer crankcase, and a new exhaust system help to hike power and torque over the SL55's already useful 493 hp and 516 lb-ft. The engine is mated to a five-speed manu-matic transmission.

The running gear, too, has been modified. The MacPherson-strut front and multilink rear suspensions have adjustable springs and gas-filled dampers, there is a stiffer rear antiroll bar and new rear hub carriers and driveshafts, and metal-to-metal joints have replaced rubber ones. A multiplate limited-slip differential helps put the power to the ground, and the stability and traction control systems have been recalibrated. Finally, there are properly large 14.2-inch-diameter front and 13.0-inch rear discs, with six-piston calipers up front and four pistons out back.

The result of these changes is a stunning car. The engine makes 86 percent of its torque from 2000 rpm, so it goes with real alacrity: Mercedes claims 0 to 62 mph in 3.9 seconds, and the car is governed to a top speed of 199 mph. It sounds fabulous, too, with an awesome growl that's an octave higher than that of a stock AMG blown engine. You're worried that the autobox won't work that well, yet the gearchanges are super-fast and smoother than BMW's sequential manual.

But the car's most outstanding features are its composure and the telepathic nature of all the controls. Mercedes-Benzes are usually let down by their steering, but this is near perfection, a great ally to a chassis that is sure-footed when you want it to be yet goes sideways at will without losing its cool or being tricky on the limit. The newly reprogrammed stability system allows for plenty of fun but saves you from expensive encounters with trees or guardrails. The brakes, too, are magnificent, and our Georg Kacher says the DTM is as involving on the road as it is on the track.

In Germany, after taxes, the DTM costs 236,060 euros, or about $300,000. That's a lot of money, but it's a real alternative to, ahem, M-B's own SLR McLaren, which is even more expensive. And the great thing about this car is that people who know cars will admire you for having one, and everyone else will leave you alone.

2007 Maserati Quattroporte Sport GT

2007-05-18T10:33:00.001-07:00

Two years ago, when we first drove the Quattroporte in this northern Italian center of automotive and gastronomic culture, Maserati's engineers eagerly and, it would seem, worriedly pulled us aside to elicit our reactions to the car's DuoSelect electrohydraulic transmission. Even as we nibbled the parmigiana-reggiano and sipped the Barolo that our hosts had provided, we had no choice but to tell them that, well, yes, the transmission kinda sucked. In automatic mode in urban driving, the DuoSelect was reluctant to upshift, causing the car to lurch and plod along. And even when manual mode and the steering-wheel-mounted paddle shifters were employed, gearchanges were annoyingly clumsy. We couldn't imagine that DuoSelect would make many friends among America's country club set, for whom creamy smooth automatic transmissions from Lexus and Mercedes-Benz are as much a part of life as vodka martinis and bottle-blonde updos.

Reacting to the chorus of complaints about DuoSelect, Maserati spent the past two years improving, if not perfecting, the gearbox. Automatic-mode gearchanges now are tidier, and in manual mode in the new Quattroporte Sport GT, they're 35 percent faster. The Sport GT is further distinguished from the "base" $108,350 Quattroporte and the sybaritic, $120,550 Executive GT by its twenty-inch, seven-spoke wheels (245/45 front, 285/30 rear); drilled brake discs; stiffer suspension; blacked-out grille and side air intakes; aluminum pedals; carbon-fiber interior trim; and huskier exhaust note.

With a rear-biased 47/53 percent weight distribution, exquisitely communicative and weighted steering, and, of course, its Ferrari-supplied V-8, the Sport GT dives into corners and rockets along undulating mountain roads like no other sedan this side of a BMW M5. Ask the Quattroporte to behave like a sports car, and it will. But if you want it to mimic a Lexus, you ought to buy a Lexus.

Maserati still needs a proper automatic or semi-automatic transmission, but when its proposed alliance with Audi died, so, too, did the Italians' opportunity to buy VW's superb DSG gearbox. With an improved DuoSelect as a stopgap measure, the Italians have been shopping elsewhere, and a new gearbox is rumored for next year. Just don't expect the new eight-speed Lexus unit.

2008 Audi TT

2007-05-18T10:30:00.001-07:00

There's been a bit of buzz among journalists lately that the second-generation Audi TT might finally be a true sports car. So when Audi offered to let us drive the TT on some of Northern California's mind-blowing twisty roads, we went along to see if the rumors were true.

They're not. There, I said it. The second-generation TT is not a sports car.

But that's not a bad thing. The TT is a fantastic car. It's just not a sports car. Let me explain by defining the term:

The Driver's Car - It's hard to explain unless you've driven one, but there are cars in this world that are just as fun to drive at 15 mph through a school zone as they are to blast down back roads. They are cars like the first-generation Mazda Miata, the original VW GTI, and the BMW E30 M3. They are cars that read the road surface to your fingertips with all the subtlety of a megaphone, that demand all of your attention all of the time. They don't necessarily need to be that capable (and by modern standards, those that I've mentioned aren't); they just need to be communicative and involving.

The Sports Car - A sports car (in the World According to Me) is that rare car that combines the communication of a Driver's Car with the capability of an Atari Car. The quintessential sports car that comes to mind is the Porsche 911. It, like other sports cars (the Ferrari F430 and Lotus Elise come to mind), is among the world's most capable machines, and yet remains so communicative and interactive that its owners take the long way to the grocery store.

So where does the TT fit in? It's an Atari Car. That's not necessarily a bad thing, since the TT's main rivals don't share that category. The BMW Z4 is a driver's car, and the Porsche Boxster/Cayman achieves magical sports car status.

The faster you drive, the better the TT gets. Push to ten-tenths, and terms like "snap oversteer" seem more and more like they came from a bad horror flick. Mild understeer is the only handling mode, and come hell, high water, or Freddie Krueger, the TT won't stray from that. (Okay, a lift from the accelerator mid-corner at max-lat will occasionally help rotate the rear on Quattro cars - but in a slow, controlled manner.)

The bigger debate is: which drivetrain is best? I spent most of my time (more than 1400 miles) in a 3.2 Quattro with the DSG transmission. The 3.2-liter is torquey throughout its rev range, but lacks the acoustic magic of previous VR6 engines - the exhaust sounds blatty and coarse, especially with the top down. The 3.2-liter is also a thirsty engine - I never saw over 21 mpg on the highway, and back-road blasts returned only 13 mpg.

Without question, the 2.0T is the better engine in the TT. It may make 50 less horsepower on paper, but without the added complexity and weight of all-wheel drive, it feels every bit as quick as the 3.2-liter. It uses far less fuel, sounds great, and suffers from only minor turbo lag.

When pushed hard, the front-wheel drive TT spins lots of tire - but that didn't seem to slow it down much. It blasted up and down NorCal's mountain roads at a pace that would have embarrassed most sports cars. Its brakes (which are smaller than the 3.2's) started to smoke a little on hard downhill runs but never faded. And the 2.0T is almost $8000 cheaper to boot.

If Audi made a 6-speed manual version of the 2.0 T with all-wheel drive, it would unquestionably be my favorite. In the absence of that choice, the TT 2.0T with front-wheel drive and DSG offers the most value and fun - and is the TT I'd buy.

Audi claims its resale values are now among the highest in the industry (higher even than Lexus) and that their warranty claims are down a shocking sixty-four percent in the last four model years. In addition, it sold more four-ringed cars in 2006 than in any previous year. So it's quite obvious that the boys and girls in Ingolstadt have been doing their homework. A is for Atari, and the TT definitely earns an A.

2007 Ruf Rk Coupe

2007-05-18T05:04:00.000-07:00

Alois Ruf is the warrior monk of the Porsche business, religiously dedicated to high performance. His shop in the tiny village of Pfaffenhausen to the west of Munich is a place where people from all over the world come to get in touch with the true spirit of Porsche. In a Ruf Porsche, they discover a meticulously reengineered automobile, not a tuner car with bolt-on equipment.

Occasionally even monks will make liquor, and so it is with the new, limited-production RK Coupe, a triple-distilled Porsche Cayman with specialty bodywork to match the specialty hardware. Like the Ruf RK Spyder (a modified Boxster) introduced in 2005, the bodywork comes from Studiotorino, a loose association of craftsmen in Turin, Italy, led by Alfredo Stola. As sketched for Stola by Aldo Brovarone, who designed the original Ferrari Dino concept for Pininfarina in 1965, the two-passenger RK Coupe still looks like a Cayman to us, but the long, restyled roof gives it a kind of operatic drama. There are lots of handcrafted details, including hidden electronic door latches. Some forty-nine RK Coupes will be built, and the U.S. distributor, Ruf Auto Centre in Dallas, will get its share.

The RK Coupe's mechanical drama comes from the installation of a supercharged 3.8-liter six in the heart of the mid-engine Cayman platform.
This engine makes 440 hp, enough to help the coupe achieve a Höchstgeschwindigkeit (top speed) of 190 mph. The Rotrex supercharger consists of a centrifugal compressor--essentially half of a turbocharger--driven by a belt and a planetary rpm multiplier. The powerband is broad, but there's a noticeable peak, so the RK engine actually feels turbocharged. It also revs quickly and cleanly, which has always been one of Ruf's prime objectives.

Altogether, we found that the combination of a broad, tractable powerband and a slightly relaxed chassis calibration makes the RK Coupe feel like a gentleman's express, more like a 911 than a Cayman. You get to the crest of the torque curve at its peak of 347 lb-ft at 5500 rpm and simply ride it as far as you dare into the triple digits of Ruf's customary green-faced speedometer.

It might be a surprise that such a small company should aspire to the production of high-fashion exotic cars, but the devotion of Ruf enthusiasts makes it possible. The brotherhood gathers in exotic locations each year for driving rallies organized by Ruf's wife, Estonia, and their sacred text is Faszination, a DVD that features video from 1989 of Ruf's CTR 911 Turbo, a car known as "Yellow Bird." It power slides every corner of the Nürburgring Nordschleife as if it were in the world's most dangerous drifting exhibition. This is the kind of Porsche spirit that Ruf drivers aspire to own.

2008 Nissan Skyline GTR

2007-05-18T04:59:00.000-07:00

Japanese automakers are notoriously tightlipped about future products, but the veil of secrecy over the next-generation Nissan Skyline GT-R has been nothing short of amazing. Thus, at the 2005 Tokyo Motor Show, there was a huge air of expectancy and a real buzz on the Nissan stand prior to the introduction of the Nissan GT-R Proto. In Japan, the Skyline is gearhead manna, so the car had been written about, talked about, and fantasized about for months leading up to the show.

The Proto didn't disappoint. Although hardly a car at all-there is no running gear and no interior-it is the second big clue as to what the upcoming, 2008 model Skyline will look like, following the GT-R Concept that was seen at the same show four years ago. The Proto packs real power and presence while still managing to be quintessentially and unmistakably Japanese.

The show car rides on 255/40R-20 Bridgestone tires up front, with 285/35R-20s at the rear. It looks bigger and broader than the R34 Skyline GT-R, the last of the straight-six-powered, twin-turbo four-wheel-drive GT-Rs made between 1989 and 2002. Although the R34 fueled the modern GT-R cult, it was derived, like all Skylines, from a sedan. The new GT-R will be the first to stand alone as a model in its own right.

It will also be the first time that Nissan has officially imported the Skyline into the United States, so the company needs the car to live up to the hype that has been built around it. The Skyline GT-R, as well as being a star of video games, was hugely successful in racing and was a one-time holder of the Nürburgring Nordschleife lap record for production cars, a feat which has become a sort of holy grail for performance-car manufacturers.
To that end, the rumor mill in Japan says that the production GT-R will have a front-mounted, twin-turbo, 3.8-liter V-6 engine that's a development of the 350Z's unit. Nissan's original plan to do a V-8 has been axed because the engine is too big and heavy to provide the dynamic balance the engineers want. The V-6 will reputedly produce 450 hp and 370 lb-ft of torque. The power will be sent to all four wheels via a seven-speed transmission. The all-wheel-drive system will feature a development of the GT-R's famed, torque-sensing, electronic ATTESA E-TS, matched to four-wheel steering.

We've heard that the 2008 GT-R will be an inch shorter, an inch lower, and three inches wider than today's G35 coupe, thus putting a much broader footprint on the road. One reason for this latest GT-R taking so long to reach fruition has been the decision to base the car off a totally new platform, likely the successor to the FM platform that underpins the Nissan 350Z and the Infiniti G35 and FX35/45. Nissan is apparently aiming for a 0-to-60-mph time of 3.8 seconds, with a top speed north of 180 mph.

One thing is for sure, though. The GT-R is going to look great, and Nissan is confident that it will be a rival to the Porsche 911 Turbo, for the same sort of money as a Porsche 911 Carrera. There's some debate inside the company whether it will be called a Nissan-which makes sense, bearing in mind the heritage-or an Infiniti, which also has merit, in light of this being the most expensive car Nissan will have sold in America. Whatever it's called, we reckon that, if it has the kind of searing performance and soul of the last generation, it will be worth its rumored $70,000 or so asking price.

2007 Mazdaspeed 3

2007-05-18T04:51:00.000-07:00

Born two years ago, Mazda’s 3 elbowed aside Honda Civics and Volkswagen Golfs to become the budget-bound enthusiast’s new sweetheart. Now that Mazda’s speed geeks have recalibrated the hatchback version of the 3, it’s off and running toward the wild, blue, 150-mph yonder.

The core engine for both Mazdaspeed cars is the same long-stroke, 2.3-liter MZR four-cylinder available in most of the cars and trucks in the Mazda lineup, not to mention several Ford Motor Company vehicles. The key ingredients here are an aluminum block and head with forged-steel internals (crank and rods), direct fuel injection, and dual balance shafts. Two overhead camshafts operate four valves per cylinder. To hike output, a Hitachi Warner turbocharger hung on the aft side of the engine passes air pressurized to 16 psi forward through an air-to-air intercooler.

Pumping any engine beyond 100 hp per liter requires a robust foundation and careful tuning of intake, exhaust, and fuel-delivery systems. Squirting the fuel directly into the cylinders at 1600 psi (versus the less than 100 psi used by port-injection systems) is not only more precise, the higher pressure also yields smaller fuel droplets that vaporize almost instantly. This change of state--from an atomized liquid to a combustible vapor--absorbs heat from the cylinders. The resulting cooler environment is less susceptible to detonation and more capable of swallowing denser charges of air. Because there’s less chance of detonation, Mazda engineers didn’t have to reduce the compression ration very much compared with the normally aspirated MZR engine’s ratio (9.5:1 turbo, 9.7:1 nonturbo). A higher compression equals more expansion during the power stroke, extra power with or without boost, and higher fuel mileage.

The brakes feel great around town and are able to shed 70 mph worth of speed in only 155 feet. But the modest increase in front rotor size--to 12.6 inches from the standard Mazda 3’s 11.8 inches--means that fade is inevitable when the stoppers are applied forcefully and repeatedly from high velocities. A complete package of stiffer and shorter springs, fatter antiroll bars, and substantially firmer dampers keeps the body’s rock and roll under control without totally wrecking the ride. The electrohydraulic steering is firm and slack-free.

Two trim levels are offered. The $22,835 Sport edition packages all the go-fast gear with cloth seats and a six-speaker stereo. The $24,550 Grand Touring kicks in partial leather seat trim, a seven-speaker Bose stereo, fancier head- and taillamps, rain-sensing windshield wipers, and a security system. Stability control and A/C are standard. A $1750 navigation system can be added to the GT.
The Mazdaspeed 3 is one of those rare have-your-cake-and-eat-it-too packages capable of entertaining its driver, hauling family or friends, and minding a budget. What it lacks in refinement, it makes up in charisma. The EPA even blesses it with ratings of 20 mpg in the city and 28 mpg on the highway. But actually achieving that efficiency poses the biggest challenge: driving the Mazdaspeed 3 without guzzling from its deep well of power and torque.

2006 Chevrolet Corvette Z06

2007-05-17T15:23:00.000-07:00

Corvettes, God love 'em, have always been as American as Mom, apple pie, and the 32-ounce Big Gulp that Mom drinks to wash her pie down. Yet while these sporting Chevrolets have long amused speed-obsessed Europeans as prime icons of Yankee muscle and style, they've never really been at home in Europe, a land of puny roads, micro-machines, and fermented grape beverages served in small glasses. To European tastes, the heavy Chevys were not unlike that Big Gulp: too big, too plastic, too sugary and sloppy.

Being 4.7 inches shorter than its predecessor, the new C6 Corvette is within an inch of a Porsche 911, and Chevrolet thinks that means there might be some new business to be done in the Old World. Chevy believes that being just that useful little bit more compact and even faster than the C5, the C6 now presents a performance bargain so undeniable that even the Continent's cheese-eating surrender monkeys will be forced to show respect.

You may remember how we liked the Z06 of 2001 so much that we awarded it Automobile Magazine's coveted Automobile of the Year title. What could be better, we asked at the time, than a tricked-out version of the then radically new C5 Vette hardtop with 385 hp, straight from the factory?

The answer came in the form of the C6 Corvette, an evolutionary development of the C5 that would arrive four years later with an even steamier 400-hp, 400-lb-ft rendition of the classic Chevrolet small-block. That the Chevy small-block remains a huge player in America's arsenal of high-performance internal combustion is as remarkable as it is inarguable, what with the engine celebrating its fiftieth production anniversary this year. But longevity is no mystery when you consider the LS2-the direct descendant of Chevy engineer (later GM president) Ed Cole's 265-cubic-inch pushrod V-8 of 1955-in action. Always tractable, devastatingly fast, stone reliable. What could be better than that?

How does 0 to 60 mph in 4.1 seconds sound? A 12.0-second quarter-mile at 124 mph?
Top speed of 198 mph? Redline at 7000 rpm? Not a shabby statistic in the bunch, especially for those of us old enough to remember the 1975 model year and Corvettes that reluctantly scaled the peaks of feebledom just long enough to deliver their pitiable maximum allotment of 165 hp at 3800 rpm. To those who would question the forward direction of man's technological progress, we point to the Z06 and rest our case. To those who would argue that pushrod, two-valve technology won't a sports car make, it is time to re-check the facts.

Actual top speed in the manufacturing validation examples of the Z06s we drove was not 198 mph but rather an electronically limited 191 mph, it pained us to learn. But as it turned out, we never had a chance to see the wild side of 160 mph, anyway. Out on the track, we were busy trying to learn the racer's line through strange corners. So consumed, we braked late, we braked early, and we generally clung to the inept journalist's line (also known as the loser's line) through the twisties, instead of worrying about going as fast as humanly possible down the straights. If we had been smarter, which is to say stupider, this would have been our chance.

The Z06 is not without fault. Interior plastics have come a long way but still have several thousand miles to go. The combination of a cavernous cargo space behind the seats with nineteen-inch Goodyear run-flats almost a foot wide is always going to be sonically punishing in a plastic car. Tire noise is seriously for keeps. Then there is the Z06's Tremec six-speed manual transmission. Its heavy innards are placed just ahead of the rear axle for better weight distribution. It is clearly a more pleasant unit than Corvette gearboxes of the past, boasting shorter throws than C4s and C5s and a less obtrusive first-to-fourth econo-shift. It remains, however, despite the action of a lighter clutch, very much the manly shifting device. Not so much a joy to use but torture no more.

The driveline now emerges as the key irritant, making a nasty noise whenever the LS7 is being lugged. The engine itself is completely amenable to low rpm. But try them, and then up comes the sound of a UFO, an unidentified frying object, a.k.a. drive-line "sizzle." It's reminiscent of the sound of the worn rock-crusher transmissions that are found in old muscle cars and heavy-duty trucks. The Corvette engineers knew what we were talking about when we mentioned it, and they told us that it afflicts only Z06 manual transmissions. They said they were working on it.

Still, you don't have to hit the Rhine wine to see that the Z06-and the standard Corvette with its new six-speed automatic-could do some business in Europe. It's not just Americana, it's an amazing performance achievement.

2007 Bentley Continental GTC

2007-05-17T15:21:00.000-07:00

There are two Bentley worlds--old money, embodied by the Arnage and the Azure; and arriviste, represented by the Continental GT family. While the classic rear-wheel-drive cars were conceived at the end of the steam age, the four-wheel-drive models were born soon after Volkswagen took over the winged B in 1998. First out was the Continental GT coupe, followed by the Flying Spur sedan. Now comes the breathtakingly beautiful Continental GTC convertible.

Most convertibles look better with their tops stowed away, but the GTC looks stunning whether the top is up or down. When raised, the three-layer roof turns the GTC into a hushed cocoon. When lowered, the top disappears beneath a leather-trimmed lid, exposing the cabin's plush carpet, generously draped leather, and plentiful wood and chrome. Theoretically, the GTC seats four, but the chairs in back are quite narrow and short. Rear legroom is an extremely precious commodity, and the weather in row two tends to be quite blustery. Because of the short rear side windows and the steeply raked windshield, a wind deflector, which looks somewhat pedestrian in this otherwise grand environment, is necessary.

The GTC weighs a whopping two and a half tons, but with 551 hp on tap, our test car accelerated from 0 to 60 mph in an effortless 4.9 seconds and topped an honest 195 mph. Fuel consumption? The best number we saw on the digital display was 15 mpg, while the worst was 6 mpg. The 6.0-liter W-12 employs two turbochargers to produce 479 lb-ft of torque at a relaxed 1600 rpm. The six-speed manu-matic relays forward thrust to the nineteen-inch wheels, which are great for grip and traction but less good at providing a plush low-speed ride. Since the oomph is split evenly between the axles, you get a little turn-in understeer and a little liftoff oversteer, but in general this ship sails through corners with stoic neutrality. Despite all the mass and weight, there is an unexpected lightness in the controls. The steering is a two-finger job at all speeds, the brakes respond eagerly to the tips of your toes, and the paddleshift transmission juggles ratios in an amazingly efficient fashion.

Drawbacks? Your hat will go flying above 100 mph, and the crisp suspension setup and stiff low-profile tires result in a crash-bang-wallop ride on certain surfaces.

Rich hooligans may be better off with a loud rear-wheel-drive plaything, but the Continental GTC's pragmatic blend of luxury and sport seems destined to hit the bull's-eye with well-to-do aristocrats. It's the perfect excuse to indulge.

2008 Audi R8

2007-05-17T10:30:00.000-07:00

It's one of those amazing roads you can't help but come back to: a rhythmic mix of fast and slow sections, first wide open and then tree-lined on both sides, mostly smooth but dotted with patchwork surfaces here and there, a mild yet steady climb from the bottom of the valley to a high plateau of open fields and rolling pastures. Only five miles long, this challenging stretch of tarmac tells you more about a car than two weeks of bumper-to-bumper commuting. That's why we--the gunmetal gray preproduction Audi R8, chief project leader Dirk Isgen, a couple of minders from the factory, the photographer, and me--are here. Unfortunately, I won't be driving. What, you think there's no way of finding out how a car performs from the passenger seat? Well, let's give it a try.

Measuring 174.4 inches long, 74.8 inches wide, and 49.2 inches tall, Audi's first mid-engine sports car is shorter than a 911 and as wide as a Gallardo. At 104.3 inches, the wheelbase of the R8 exceeds that of the related Lambo by 3.5 inches. As a result, the Audi offers more passenger space and--in addition to the 3.5-cubic-foot front trunk--a second luggage bay behind the seats. Despite the polarizing sideblades, the three-quarter rear visibility is also much better than expected.

The cockpit's design is an acquired taste. There's a lot going on in this somewhat overstyled workstation. Not everyone will love the prominent carbon-fiber (or piano black) arc that swings from the center console across to the driver-side door panel. The glossy bits tend to reflect in the windshield, the TT-inspired air-conditioning controls fight the gearshift for clearance, and the steering wheel's squared-off bottom is a dumb idea for a road car. But the big picture is right on: the six gauges are easy to read, the MMI controls are placed above the shifter, and the supportive seats adjust with uncommon generosity. There is soft leather and furry Alcantara from wall to wall, and the monochrome trim is highlighted by brushed-aluminum accents. Extra cash will buy sportier bucket seats, a noise-canceling Bang & Olufsen sound system, a clutch-pedal-free R tronic transmission (E Gear in Lambo speak), and a choice of elaborate leather treatments. When the car goes on sale next fall in the States, buyers also will have eight different paint schemes and four leather colors to choose from.

The R8 features an unequal-length control arm suspension front and rear. "This configuration gives us an edge in terms of ride comfort, and it reduces steering-related interference to an absolute minimum," explains Isgen, who is also in charge of Audi's sports car programs--a title that suggests the R8 will eventually get a sister model. "Compared with the Gallardo, this layout allows for longer wheel travel and a tighter turning circle. Optional Magnetic Ride allows you to dial in an extra dose of compliance at the one end and a little more firmness at the other." Our test car did without the trick dampers, but it was fitted with optional nineteen-inch aluminum wheels shod with Pirelli 235/35YR-19 tires in the front and 295/30YR-19 footwear in the back. The standard wheels are eighteen inchers.

Although the R8's drag coefficient is rated at an unexciting 0.35, the designers under Walter de'Silva are particularly proud of the downforce this body will create. Assisted by a relatively subtle automatically extending tail spoiler, there's aerodynamic downforce on both axles at speed. As a result, typical vices such as front-end pitch, delayed steering response, lift-off vagueness, and sensitivity to crosswinds are all conspicuous by their absence.

By now, the dialogue between engine and brakes and the interjection of clutch and transmission feel completely natural, even from the passenger seat. But this routine is beginning to feel a little too virtual. I'm ready for the real thing.

2007 Toyota Camry Hybrid

2007-05-17T10:27:00.000-07:00

With fuel prices in flux and environmental concerns deepening, the seductive song of the hybrid sirens is louder than ever, despite increasing skepticism about hybrid vehicles' positive effects on wallets and the environment. Perhaps the problem is that there hasn't yet been a fuel-sipping hybrid sedan for the common family man. The current hybrid sedans are either too conspicuous (Toyota Prius), too small (Honda Civic Hybrid), or too focused on performance rather than economy (Lexus GS450h and Honda Accord Hybrid). But Toyota's latest gasoline/electric model, the Camry Hybrid, is a fastball grooved right down the everyman's strike zone. With it, Toyota aims to bring hybrid ownership to the masses; after all, the 2007 Camry on which it is based is the successor to the best-selling car in America.

The Camry Hybrid is a comfortable and unassuming machine as long as you drive it calmly over smooth pavement, where you'll enjoy generally placid ride characteristics. But stay away from pockmarked roads, where the Hybrid's body control goes limp (likely due to the extra weight of the hybrid system), poor damping allows unwanted vibrations into the cabin, and severe bumps cause kickback through the steering wheel.

One of the Hybrid's oddest attributes is the relationship between its throttle, engine speed, and engine sound. The accelerator has long travel and is desensitized to all but the most urgent stomps; when you mash the pedal, the continuously variable transmission revs the engine endlessly, making it sound not unlike a broken food processor. All of this makes the car seem unbearably sluggish, but in an extremely scientific test-OK, a drag race-the Hybrid outpulled its conventional four-cylinder twin by a hefty margin.

Over a day of driving in urban and suburban settings, the Camry Hybrid returned 37 mpg, which is close to the EPA's combined estimate of 39 mpg. (Unlike the Accord Hybrid, the Camry Hybrid will run solely on battery power for several minutes if you go easy on the gas.) But before you fill out that Sierra Club application, consider that a regular four-cylinder Camry LE with a five-speed automatic achieved 31 mpg on the same route.

It would seem almost foolish to opt for the Hybrid, if not for its compelling price. Most hybrids command a lofty premium over nonhybrid versions of the same vehicle, but at $26,480, the equipment-heavy Camry Hybrid is only about $1500 more than a similarly outfitted four-cylinder Camry XLE. Is 6 mpg worth the additional cash? It almost doesn't matter, because the Hybrid's negatives-including its smaller trunk, due to the hybrid system's components-won't be enough to dissuade people from plunking down the extra money if they really want one. Simply put, hybrids make a lot of people feel good, and, in the end, that's just as valid a reason to buy a car as avant-garde styling or world-class handling.

2007 Bmw M5

2007-05-17T10:24:00.000-07:00

Gerhard Richter, the development chief of BMW's M division, practically gnashed his teeth in frustration when he told us last spring that the BMW M5 would be made available with a six-speed manual transmission in 2007. He knew that rabid BMW purists in America had forced the M division to make the six-speed available as a no-cost option for the U.S. version, even though this transmission makes the M5 slower than the car with the standard, seven-speed, electrohydraulic-activated, sequential-manual gearbox (SMG).

And Richter is right: the M5 is slower and even clumsier with a conventional six-speed manual gearbox and a clutch pedal. But the six-speed M5 is also better to drive in almost every way.

When you stab the clutch, pull the lever, and hit the gas, you get what you want, when you want it. The predictable sequence of events gives you confidence, unlike the annoying electronic delay as the SMG thinks to itself and then makes its move. Surprisingly, the six-speed's clutch action is as light as you'll find in a BMW 3-series, despite the burden of coping with the M5's fire-breathing, 500-hp, 5.0-liter V-10. And the action of the ZF-built six-speed's long-throw shift linkage is equally light, although the gear engagement is notchy in that characteristic BMW way. In giving us the six-speed manual, however, BMW took away the ability to fully disable the stability control system. Many enthusiasts will find that unacceptable, and there will be no Ford Shelby GT500-style smoky burnouts at stoplights.

The M5 is a fearfully intimidating machine, and we've found that the SMG transmission (eleven shift modes and all) makes you feel like a victim of speed, not its master. With the six-speed, you become more confident that you can sort out this bastard, even if the stopwatch ticks away while you do.

Herr Richter, a sport sedan might be about speed, but it's also about command and control.

2008 Porsche Cayenne

2007-05-17T10:16:00.000-07:00

In spite of its impressive performance and record-setting sales, the first-generation Porsche Cayenne was a little lacking in character. Unfortunately, the 2008 Cayenne continues that theme. It has a new face, mildly reworked interiors, and revised engines, but little else feels or looks different. The Cayenne S and Turbo are even more muscle-bound than before, with power increasing from 340 and 450 hp to 385 and 500 hp, respectively. Porsche says that highway fuel economy for is up 15 percent for the Cayenne S and 11 percent for the Turbo, thanks to new direct injection. The base Cayenne is no longer a gutless wonder, since its Volkswagen-supplied V-6 has been enlarged from 3.2 to 3.6 liters for an additional 43 hp and 44 lb-ft of torque. Finally, active antiroll bars are now available on air-suspended models.

All of these changes should add up to a truck that's better to drive, and they do. Trouble is, while Porsche's SUV is amazing, it still isn't particularly entertaining. Yes, it's fast as stink, and, yes, it does things no 4800-pound vehicle should be able to do. (Wheel control and chassis composure on undulating pavement will blow your mind.) But once the novelty wears off, boredom sets in. The Cayenne is so good, so capably idiotproof, that the driver is all but left out in the cold. Oddly, the V-6-powered, manual-transmission Cayenne is now the most involving driver's car of the bunch. The engine doesn't outshine the chassis, the steering is light and responsive, and you find yourself giggling as you heel-and-toe around every bend.

Absurdly potent? Yes. Hard-core enthusiast's dream? Not so much. But then, if it were, it probably wouldn't sell as well. What a shame.

2008 Lamborghini Murcielago LP640 Roadster

2007-05-17T10:11:00.000-07:00

After the thoroughly convincing Gallardo Spyder, Lamborghini fans hoped for a similar, automatic folding roof for the updated open-air Murcielago. Unfortunately, the LP640 roadster is haunted by the same manual top as its predecessor. Removing the complex scaffolding takes no more than three or four minutes, but putting the stuff back on requires the efforts and considerable patience of two people. Just ask Lamborghini test driver Valentino Balboni, who taught us plenty of new Italian vocabulary while spending more than fifteen minutes trying to pitch this incredibly stubborn tent.

The best thing about the LP640 roadster is that it removes all the barriers that separate you from the sounds of the wonderfully melodious engine. Even with the windows up, the turbulence above 70 mph will flatten your nose, fold back your ears, and push dimples into your cheeks. At the same time, the unfiltered 6.5-liter V-12 assaults your hearing organs. Full throttle through the gears is an incredibly physical experience: 4000 rpm sounds deafening, 6000 rpm hurts, and 8000 rpm threatens a momentary coma. In sync with what's going on inside the auditory canals, this car attacks your sense of balance by applying what feels like the longitudinal g-force of a Formula 1 racing car. Lamborghini claims that the two-seater can accelerate from 0 to 62 mph in 3.4 seconds, a 0.4-second gain over the previous version. A Bugatti Veyron is almost four times more expensive but only 0.9 second quicker.

Like the LP640 coupe that went on sale last spring, the LP640 roadster offers optional ceramic brakes, a navigation system, restyled eighteen-inch wheels, resculpted door mirrors, a bigger oil cooler, stronger driveshafts, and a beefed-up rear differential. Although the power- train chips have been reprogrammed, the optional automated-manual e-gear transmission still suffers from occasional takeoff hiccups.

For $361,700 (with e-gear), you certainly can buy a more practical sports car, but you can't buy a more outlandish one. With an amazing engine and a wild ride that can take you past 200 mph, the topless LP640 fears no rivals in terms of its wow factor.

2007 Mercedes Benz S550

2007-05-17T10:03:00.000-07:00

The new 2007 S-class says to hell with all that. To start, it's larger than today's car in every dimension. The long-wheelbase model-the only one we'll get in the States-is 1.7 inches longer, 0.7 inch wider, and 1.1 inches taller. The already-huge cabin has grown even more spacious, and the trunk is roomier as well.

The interior-design team appears to have kicked out the cost accountants, judging from the richer environment. Supple leather covers not only the seats but also the doors and the in-strument panel. Mercedes has finally abandoned its black plastic buttons for ribbed chrome. Cool mood lighting emanates from under the wood strip that wraps around the cabin.

The knob controller itself works every bit as beautifully as BMW's, and it sits just below a padded handrest perched at the leading edge of the armrest. The handrest opens up to reveal a keypad for the mobile phone. Nice as it is ergonomically, sometimes you just don't want the distraction of wading through menus to operate frequently used devices. Mercedes does have separate climate controls and a few audio controls on the steering wheel, but too many functions require gazing at the screen.
The navigation system, which is standard, is contained within the Comand system. Ours has a course set for Saint Moritz, Switzerland, a scenic, 200-mile drive from our starting point in Milan. We roll out of the parking lot and set off.

The Italian autostrada moves quickly, but heavy traffic has us slowing repeatedly. The new V-8 engine, now with four valves per cylinder and displacing 5.5 liters, is turbine smooth and virtually silent, only finding its voice at the upper reaches of the rev range. The S550 gathers speed quickly, more quickly than before, but doesn't rocket forward with a vengeance (for that you need the twin-turbocharged V-12, which, according to the factory, sends the S600 from 0 to 62 mph in a supercar-like 4.6 seconds). The frequent braking gives us ample opportunity to appreciate the good, old-fashioned, mechanically applied hydraulic brakes, which are much easier to modulate than the much-maligned and trouble-prone SBC brake-by-wire system in the E-class. That system was originally planned for the S-class as well, but Mercedes is now phasing it out.

The Sport and Manual modes have two other effects: they quicken the throttle response and stiffen the air-spring suspension. The S-class again uses Mercedes's Airmatic air suspension and adaptive damping. The setup delivers a plush ride overall, but when cornering on bad pavement, we can feel bumps transmitted through to the steering column, which strikes us as rather un-Mercedes-like.

Unbowed by darkness, stoically refusing to lean in corners, the iron-willed S-class also has its own way of dealing with traffic jams. Does it vaporize lesser cars with a grille-mounted death ray? Perhaps in the next-generation S-class. For the 2007 car, there is a new, more clever version of Distronic. The latest edition of Mercedes's radar-guided cruise control (which is optional on the S550 and standard on the S600) can now work not only at cruising speeds, but even in stop-and-go traffic. The automatic braking can bring the car all the way down to a complete stop, then start up again when traffic begins moving. So as we cross back into Italy and make our way slowly through the resort towns along the western shore of Lake Como, we set the cruise at 60 mph and plod through town in a line of traffic. Pretty neat stuff. As with any thought-saving device, however, the hardest part is not letting yourself get dependent on it. If you forget that you've shut it off (by applying the brakes yourself, for example) and then expect it to brake for you, you set yourself up for a rude lesson in over-reliance on electronic driving aides. The new S-class is a pretty amazing car, but one that still requires a driver-at least for now.

It's also a car that, more so than its predecessor, exudes the kind of confidence, even smugness, one expects from a big Mercedes.

2007 Mercedes-Benz CL600

2007-05-17T09:56:00.000-07:00

Why buy a CL rather than an S-class? Style, mostly. Speaking of which, we love the CL's wide grille, elegant greenhouse, and characteristic B-pillarless hard top. We'll confess to being not so turned on by the new car's higher beltline and its rounded, stubby-looking rear. But notions of beauty are intensely personal--how else to explain the appeal of Angelina Jolie?--so at this point we'll assume that you're smitten with the looks and proceed from there.

Of course, the driver and the front-seat passenger get the truly deluxe accommodations. The front seats boast all kinds of features, from the useful (extending seat cushions, massage action) to the debatable (adjustable lateral bolsters) to the absurd (the dynamic function, which firms up lateral support on one side or the other in response to cornering forces but which is always a beat behind).

There are four CL models, which frankly strikes us as a lot. There's the standard, V-8-powered CL550; the CL600 with its 5.5-liter twin-turbocharged V-12; the AMG-tuned CL63 with a big-block V-8; and the CL65 AMG, also a V-12, also twin-turbocharged, but displacing 6.0 liters and making more than 600 hp. The CL550 and the CL600 are supposed to arrive as you read this, with the CL63 to follow in late spring and the CL65 due next fall.

The 5.5-liter V-8 under the CL550's expansive hood would hardly seem to be a slacker, and indeed, mated to Mercedes' seven-speed manu-matic, it moves the big coupe with all the urgency a reasonable person would require (0 to 60 mph in 5.4 seconds, according to its maker). But the CL isn't about meeting reasonable needs; it's about sating irrational desires. Which is why the rush of acceleration brought on by the CL600's mighty V-12, with its 612 lb-ft of torque, is not only so satisfying but also feels so right when you're behind the wheel entertaining Master of the Universe fantasies.

The V-12's prodigious torque output is too much for the seven-speed gearbox, forc- ing Mercedes to pair it with a mere five-speed, but that matters not a bit. Well, maybe it matters for gas mileage: The CL600 chugs a gallon of premium about every twelve miles in city driving and every nineteen on the highway. The CL550 checks in with a more abstemious 16/24 mpg (estimated), but true Masters of the Universe don't concern themselves with this stuff.

Both gearboxes offer the same instantly available manual shifts: just touch the buttons on the back of the steering-wheel spokes--there's no need to clumsily grasp for a manual mode first. On the other hand, we still find the dainty column stalk for selecting P, R, N, and D to be an unsatisfying solution.

Yes, we recognize that there are price differences among the three coupes we drove. Although exact figures weren't set at press time, the 550 should start at about $100,000, the CL63 at $120,000, and the 600 at $130,000 (with every option as standard). Those differences aren't inconsequential, but buyers at this level aren't exactly budgeting their car payments down to the nickel. With a more sumptuous, full-leather-and-Alcantara interior, all the toys, and loads more power, the 600 is the easy choice over the 550; perhaps surprisingly, it also wins out over the slower and not significantly sportier CL63. Until the new CL65 comes along, the CL600 is the best marriage of "big" and "coupe"--and a fitting ride for those Masters of the Universe.

2008 Volkswagen Scirocco

2007-05-17T09:49:00.000-07:00

Designed by Giugiaro, built by Karmann, and sold in the States between 1975 and 1981, the first Scirocco was an instant showroom success. Although the replacement model (1982-88) and the portlier Corrado (1990-94) turned out to be less popular, Volkswagen decided to revive the affordable coupe with the Iroc concept. (ScIROCco, get it?) A month before its public debut at the Paris auto show, we drove the concept, which is closely related to the production version slated for 2008.

The Iroc is definitely not your father's Scirocco. Based on the running gear and the platform of the Eos convertible, it is bold, butch, and mean-looking. They haven't offered shapes like this in Wolfsburg for years. But now Wolfgang Bernhard is in charge, and he wants "no more middle-of-the-road cars!" That's why the Iroc looks the way it does, and that's why the new Scirocco will look very similar to the Iroc.

True, the car that will leave the assembly line in Palmela, Portugal, starting in early 2008 will have less radical wheels and a slightly slimmer silhouette. Also due to change are the flush-fitting, electrically actuated door handles and the contrasting lower body panels, which will be painted. But the big picture is spot-on, with zero changes envisaged to the love-it-or-hate-it hexagonal grille, the headlamps, the side sheetmetal, the daring greenhouse, and the interior and exterior dimensions.

Based on a design by Robert Lesnik, who also conceived the Eos, the Iroc is a stunning blend of coupe, station wagon, hatchback, and proper sports car. Its pivotal styling element is the grille, which has a honeycomb pattern adopted from the GTI and an all-new brushed-aluminum frame. The inner segments could be selectively opened up to cool the brakes and the intake air, but the outer ducts are fakes.

The engine fitted to the Iroc concept is the same Twincharger (supercharged and turbocharged) 1.4-liter four-cylinder that recently debuted in the European-spec Golf GT. What looks like a lame duck on paper is in fact a steam hammer on steroids. Thanks to the teamwork between the whining supercharger (active at low to middle revs) and the whistling turbocharger (active at middle to high revs), the compact four musters 208 hp. Thus, in terms of performance, the viper-green one-off is in the same league as the GTI. Quantitatively, that's about seven seconds for 0-to-60-mph acceleration and a top speed of about 130 mph. Unlike the GTI's 2.0-liter engine, which is relatively thirsty when pushed, the 1.4-liter Twincharger should stay on the eco-friendly side of 30 mpg.

The steering is accurate and always on the alert, but it feels heavy at parking speeds.
The brakes are a little grabby at first, but after a while one begins to appreciate the instant-on response and the linear deceleration. The hide-and-seek shifter is needed only to select drive, reverse, or park. If you really feel compelled to change gears manually, the steering-wheel paddles do the job just fine. There is not a lot to be said about handling and roadholding at this point, even though the show car is a real runner good for speeds up to 125 mph. The phenomenal grip seems to neutralize understeer, the suspension tends to favor body control over compliance, and with about 220 lb-ft of torque available just above idle, traction can be an issue in the wet.

When it goes on sale here, it's likely that the Scirocco will be offered with the 168-hp, 1.4-liter high-output Twincharger and the GTI's direct-injection, 200-hp, 2.0-liter turbo. No VR6? At least not initially--there are many Volkswagen managers who believe that the six is the wrong engine for this car, for reasons that include weight, fuel consumption, price, market positioning, and nose-heavy handling.

Instead of the Scirocco VR6, we are much more likely to see a lightweight version powered by a tweaked, 230-hp, 2.0-liter four. When you consider that Audi soon will squeeze 280 hp out of this engine for the upcoming TTS, the output planned by VW is very much on the cautious side. In addition, this lightweight version, possibly called the R20 and earmarked for 2009, would get its own body kit, tires, seats, and cabin trim. Transmissions will include a six-speed manual and the DSG manu-matic. Over time, VW intends to build 40,000 units per year, but there is no stringent capacity limit should demand exceed expectations. Perhaps Wolfsburg should, in the wake of the reborn Scirocco, also reexamine the comeback of other cult cars. Bring back the Microbus!

2008 Volkswagen Golf R32

2007-05-17T09:43:00.000-07:00

The lower and wider stance of the new R32 that debuted at the 2005 Frankfurt show is more than exterior decoration; it communicates that this is the fastest-ever Golf. Subtle changes from the stock GTI include twenty-spoke, eighteen-inch wheels, larger air intakes, unobtrusive sill profiles, and a new rear apron shaped around a pair of large-diameter, mid-mounted tailpipes. Power is courtesy of Volkswagen's transversely mounted, narrow-angle VR6. Normally aspirated, the 3.2-liter unit in European cars needs 6300 rpm to muster 247 hp, with maximum torque of 236 lb-ft available between 2800 and 3200 rpm. But since Americans haven't received even the GTI, don't look for this ber-Golf until late 2007 as a 2008 model. Our reward for the long wait should be the Passat's 280-hp, 3.6-liter V-6, which will necessitate a badge change to R36.

As it now stands, the fastest-ever Golf accelerates from 0 to 62 mph in 6.2 seconds and reaches 155 mph. The four-wheel-drive system's Haldex clutch distributes the torque progressively and smoothly, with no steering fight or drivetrain shock. The optional twin-clutch DSG gearbox is still the best manu-matic money can buy. Even flat-out upshifts are heard, not felt. The DSG works equally well in automatic and manual modes, and you can easily dial in an even quicker sport program. The only drawback is the position of the relatively small paddles, which are attached to the steering spokes, not the steering column.

The Golf deserves full marks for its terrific brakes, a blend of blue calipers and shiny, ventilated supersize life-savers that pair incredible strength with exceptional sensitivity. The pads intermittently hug the discs in the wet, and they move into alert position in the wake of a brisk throttle lift.

Like the Mitsubishi Evo and the Subaru WRX, the R32 proves that four-wheel drive can communicate as well as the best pair of driven wheels. But the VW is more refined, luxurious, and livable than those cars and is arguably as good to drive. Weaving through a series of corners in the Golf, it's a treat to adjust the constantly changing torque split, to throttle-feed oomph to the rear, to balance pull and push, to maintain a rhythm where other cars have to segment it.

This is an incredibly smooth performer, high on tactility and low on drama, very fast and yet totally unfussed.

2008 Porsche Boxster Limited Edition

2007-05-17T09:37:00.000-07:00

Porsche has officially released a special edition Boxster, first shown at a private gathering down the street from New York Show earlier this year. In addition to being painted the same orange (actually it's slightly different as to not alienate RS buyers, but no one else will notice) from the GT3 RS supercar, the special edition Boxster will have a subtle body kit and black wheels to differentiate it further from the regular roadster. Mechanical changes are limited to a sport exhaust. Inside, grippy Alcantara has been splashed about the cockpit, both on the seats and the comically thick steering wheel.

The Boxster Special Edition will be available in both regular and "S" models, with just 250 examples of each model expected to be produced. Pricing information is not yet released, but purchasing this special edition Boxster will undoubtedly be the cheapest way to get a bright orange Porsche from the factory to your driveway. The way this thing looks, we're guessing that most of those driveways will be in Miami or Los Angeles.

BMW 3 - Series

2007-05-17T09:28:00.000-07:00

Among BMW fans, the 3-Series garners cult-like devotion. Sure the M cars are sensational and special one-offs such as the Z8 otherworldly by even dream standards, but the 3, for decades a staple among BMW loyalists and dealers alike, is the most important car in the lineup.

For such reasons both dealers and potential buyers have been on pins and needles with anticipation over the new model. Normally the concern would not be so great, but since Chris Bangle took over top job at BMW styling, now moved up to make way for Adrian von Hooydonk, the designer of the lovely new 6-Series and also creative mind that dreamt up the controversial yet bestselling 7, normally credited to Bangle, most everyone has been hoping for a more conservative approach to the new 3.

As a six-times BMW owner I think I can speak for everyone by first letting out a gasp of relief, and then unequivocally stating the new 3-Series is one of the prettiest designs to come out of Munich in years. Dont get me wrong, Im in the camp that actually likes the new 5 and 6, plus after years of getting used to it am now appreciative of the 7s ominous presence.

The 3, on the other hand, retains BMWs "flaming surface" design language without appearing overly complicated, a la 9th grade French teachers horn rimmed reading glasses in place of headlight clusters on the 5-Series, or at least thats the way one auto journalist I know described them. The new 3s headlamps are wonderfully flowing, tilting upwards in a similar fashion to the new X3 sport utility, but in a much more elegant manner. Its grille, sporting a fine chrome surround and thicker horizontal chrome strip, is heavily influenced by the new 6, and again adds an elegant touch to the smaller Bimmer. I also like the way the sculpted hoodline continues past the grille and headlamp clusters, diving deep down into the front fascia and forming the central oil cooling air vent in the process. Two additional brake cooling vents butt up on each side, integrating discrete circular fog lamps at their outermost reaches. These are tied together via a thin horizontal chrome strip that spans the width of the car, an unusual yet graceful styling detail.

Active Steering offers another benefit that may give new 3-Series buyers even more reason to buck up, it now intervenes to help stabilize the car if traction is lost due to slippery road surfaces, working together with DSC III, ABS, CBC and all the other BMW acronyms, becoming an integral part of the 3s active safety system.

DSC III, short for the third generation of Dynamic Stability Control, features some new benefits in the upcoming 3-Series, including a new brake-drying system said to improve stopping power in wet weather. Reportedly it detects moisture using the windshield rain sensor and/or a driver turning on the wipers, and then allows the brake pads to gently touch the rotors in order to keep the pad surfaces dry. This is not supposed to increase brake wear either, or at least not noticeably.

The rejuvenated 3.0-liter mill makes the 330i much quicker, mind you, thanks to 255 horsepower and 221 lb-ft of torque, available between 2,500 and 4,000 rpm. While still shy of the C320 and G35, BMW makes a habit of keeping conservative with regard to its engine output ratings, so dont be surprised if the fewer ponies in the new 330i actually outperform others boasting more horsepower.

For an example, Infinitis 260 horsepower 3.5-liter V6 with 260 lb-ft of torque jump starts the 2004 G35 to 60 mph in 6.6 seconds if equipped with its optional 6-speed transmission, according to the Japanese companys press information, while the seemingly less endowed BMW 330i manages the feat in a mere 6.2 seconds. Is the BMW that much lighter than the Infiniti? Not really. The G35 weighs in at 3,386 pounds and the new 330i tips the scales at, well Im not really sure. BMW makes no mention of it in their press material, only to say the 2006 car weighs no more than the current one despite being larger and more sophisticatedly equipped. Factor in the 2004 330s 3,285 pound curb weight and theres only a difference of 101 pounds. Significant? Yes, but hardly enough dead weight to cause a 0.4 second discrepancy. So you tell me why the less powerful 330i is so much quicker? To Infinitis credit, the 2005 G35 gets bumped up to 277 standard horsepower, which should make up the difference.

And when that time comes, itll only take a short drive on a twisting roadway to see if BMW has managed to once again, unequivocally recapture best-in-class driving dynamics. But dont think that Infiniti, Lexus, Mercedes-Benz, and the others in this hotly contested segment will take the news of the new BMWs capabilities lying down.

While the competition will keep getting better, making the compact luxury category one of the most entertaining to watch in the coming years, no rival will be able to boast of the 3-Series latest achievement. The 3 millionth 3 just rolled off the Regensburg assembly line last week, six years after launching the current version. This is a milestone for BMW, as it has never achieved greater success with any model series previously.

Without doubt the next generation 3 will carry on this legacy, maintaining BMWs benchmark status for years to come.