When Infiniti dropped off the EX35 last week, I didn’t really know what to think. The first few times I drove it, I didn’t like it. Something about it was just…off. The transmission didn’t feel right, steering was weird, and it felt too small for its purpose. But after a few days, it hit me. This thing is brilliant!

It does everything right. It’s a perfect vehicle for young couples or small families who need a versatile vehicle that can do anything. It’s easy to drive, has plenty of power, and decent cargo room. Taking a road trip? No problem - the EX35 will carry all your stuff, get you there in a jiffy, and get decent fuel economy on the way. Sunday drive? This thing handles and drives like a sport sedan. It takes the best aspects from both car and SUV, and all but eliminates the drawbacks of each…

The 2009 Infiniti EX35 is pleasant and easy to drive. The steering is very easy at any speed, although the speed-sensitive steering is very noticeable. That’s either good or bad, depending on if you like that or not. Handling is great though - it has very little body roll for its size, and is very nimble through the turns. This is one of the very few small SUVs that you can take on a winding road at high speed and still have fun without worrying about tipping over. Suspension and ride is comfortable, and the 297 hp 3.5-liter V6 is the perfect engine for this vehicle. You always have plenty of power when you need it, and throttle response is very smooth. Fuel economy is average at 16/23 for the AWD model; I averaged 19.7 mpg under aggressive driving.

The EX35’s only transmission is a 5-speed automatic with manual shift mode, downshift rev matching, and Drive Sport mode. It’s a good transmission, but acts a bit like a CVT, which is strange. It holds revs depending on your driving style (that would be the Adaptive Shift Control,) and when it does shift, you don’t feel it. It’s a very refined system that makes the EX35 very smooth and drivable, without any sort of jerkiness or excitement in the shifting.

The interior is top notch, as you’d expect from Infiniti. Our top of the line EX35 AWD Journey model has the $2250 Technology Package, which includes Lane Departure Warning (LDW,) Intelligent Cruise Control (ICC,) and Forward Collision Warning (FCW.) I’m not sold on the Lane Departure System quite yet, as you’ll know if you read my 2009 Infiniti M35 review. The Intelligent Cruise is nice, and the FCW beeps at you if you’re coming up on a car in front of you too fast. I think it applies the brakes as well, but I didn’t test that.

Ours was also equipped with the $2,000 Bose & Navigation Package, which gives you an upgrades 11-speaker sound system, iPod interface, a 9.3 GB hard drive with HD-based navigation, voice recognition, bluetooth, an Around View Monitor (AVM,) and front & rear sonar. The navigation system’s software is good, but has an outdated map and won’t let you use it while moving - a common frustration in built-in nav systems. The iPod interface is nice to have, but does not include a standard auxiliary input for any other type of MP3 player.

The Around View Monitor system is very useful. It puts a camera in front, rear, and on each side of the car, and displays it intelligently on the 7″ LCD display in the dash, giving you a 360-degree view around you. It looks like a birds-eye view of you and your surroundings. I really like this system, and highly recommend it. The sonar beeps at you if you get too close to any other objects. $2,000 is a good deal for upgraded audio, hard drive, navigation, bluetooth, voice recognition, around view monitor, and sonar.

So, the Infiniti EX35 is an all-around fantastic vehicle which perfectly suits the needs of a young couple or small family who has the means to purchase a compact luxury crossover SUV. It makes sense for 90% of the population of my city - Cary, NC (yuppieville,) and even makes sense for me. I could easily recommend most of them buy one, but I wouldn’t get one myself.

Why not? Because it’s so sensible, so…smart. I know that sounds strange, but the EX35 is not made for enthusiasts. It’s a highly versatile small SUV for people who need something that makes their lives easier. There’s no “wow-factor”, but then again there’s not supposed to be. The transmission I talked about earlier - it was strange to me how smooth it was and non-eventful - that’s a good thing for those who will be buying this vehicle. The boosted speed-sensitive steering is great for those people; it makes turning while going 5 mph around a parking lot just as easy as when you’re traveling 70 mph on the highway.

There are only a couple things that the practical side of me didn’t like about the 2009 EX35. First, the brake and accelerator pedals are too close together, causing me to often rub against the throttle while hitting the brake. Second, the rear seating is a bit cramped and overall cargo room is slightly below average for this size vehicle.

It took a few days to grow on me, but the 2009 Infiniti EX35 is a brilliant vehicle after all.

Vehicle: 2009 Infiniti EX35 AWD Journey
Base price: $37,400
As Tested: $43,035
EX35 Starts at: $33,800

And the say that politics makes for strange bedfellows … it turns out that Audi has an in house industrial design firm, cleverly called Audi Design (sort of like the Porsche outfit that designs watches and sun glasses). Apparently Audi is doing this partially as a celebration of their 100th anniversary as an automaker, and to a car guy, some questions naturally arise. Such as “Who’s Bosendorfer?” and “Who’s going to get the connection between pianos and cars?”

Well, if you just happen to be a car guy AND a musician, it might make a certain kind of sense. And as it turns out, I just happen to be a car guy and a musician.

I know this is all just some sort of coincidence, and not some nefarious plot to get me to both buy an Audi and a Bosendorfer, but it just so happens that Bosendorfers have my favorite keyboard action of any of the major piano manufacturers out there. Sure, it’s kind of heavy, but you can really lean into them, and they don’t complain much. Strong as an anvil, those Bosendorfers.

Which is good … to get you up to speed, Bosendorfers are Austrian pianos that originated in Vienna (the companies headquarters). They first made a name for themselves as being the only concert grand pianos that could stand up to the pounding that Franz Liszt dished out in concert. Other brands were, literally, reduced to pieces in short order under his playing. Keys would collapse and hammers would snap off and come flying out onto the stage.

Bosendorfers are tanks, and the sound is pretty darn good too. Not as sweet as a Steinway, but really close. The main downside for Bosendorfers is that they are REALLY expensive, 10 or 20 percent more than a Steinway, right off the top, and this Audi designed model sadly carries that trend onward. €100,000, or $140K in U.S. money, which is pretty steep.

And this isn’t just a one off get some attention for both companies, Bosendorfer is planning a production run of these things. So if you have the inclination, see your regional dealer; I’m sure they’d be happy to work with you.

Apparently the design team at Audi Design was made up primarily of young people who worked closely with Bosendorfer to make sure the overall design did not adversely affect the acoustics of the concert grand. Sure, that’s what they say, but it just so happens that I’ve done a lot of professional work with acoustics firms, and that whole “waterfall” element on the left hand side worries me, sound-wise. And I could go into the upper left hand corner design, and how that could effect the mid-range response, or the fact that no mention of materials used was ever made (and that’s of paramount importance), but this is a car website, so I won’t.

Got to say though, I DO like the look of the brushed aluminum for the pedals and legs. That’s a nice touch, and I’m sure the action will be great.

“You can imagine the respect with which we approached the challenge of redesigning a musical instrument. The limitations we faced were necessary as a means of stimulating our creativity. We were obliged to study the instrument in depth, and develop an all-embracing concept from the very start. The project was a useful source of experience for our young designers, and will benefit them later when they work on car design,” said Wolfgang Egger, Head of Audi Group Design.

Anyway, the Audi Design Bosendorfer had its world debut at a major ceremony yesterday at the Audi Forum in Ingolstadt Germany, and like I said, it will be available for purchase if you are so inclined.

Source: CarScoop

Vehicles come and go in life. Some are remembered fondly, others are simply cast aside after a few years for something different, never to be thought of again. But those rare cars, ones that make people smile when they’re remembered, never leave the mind.

For me, the 2009 Audi S5 will be one of them.

Arriving late to this shindig in 2007, the A4-based two-door comes in two flavors, the A5 comes in V6 “mild” and the more-powerful S5 comes in V8 “wild”. The coupe competes against the perennial segment heavyweights such as the BMW 3-series and Mercedes CLK-class. It may not have the total sharpness of the BMW, nor does it have whatever made the Mercedes as popular as it is.

What the S5 does have is style, panache and power.

Look at it. There are dozens of vehicles that may peak the interest of any car enthusiast, but to me, there are three cars in the past five years which turn me into a drooling buffoon: The Chrysler 300C; the Maserati Quattroporte; and this beauty from Ingolstadt.

For this test, I decided to take the Audi to my home town of Pittsburgh, Penn. It was Father’s Day weekend and I figured why not surprise the family, and the rest of Steeler-nation, with a hot set of wheels.

There are no wrong angles on this car. The S5 is long, at just over 15 feet in length, but it is very well-proportioned. The long hood with the wheels pushed to the corners creating short overhangs and the long, sloping rear windshield make this Audi exceptionally pretty. The front end slopes down to a signature Audi split grill while the headlamps house these elegant high-intensity lights and attention-grabbing LED daytime running lights. The S5 gets a more aggressive chin spoiler up front and chrome-rimmed driving lights.

Moving along the side, eyes will fall first on a set of gorgeous 10-spoke 19-inch wheels wrapped in Dunlop Sport Max SP rubber. Between those wheels are more aggressive side skirts and a subtle body crease. Above the door handle is another subtle crease leading from headlight to taillight and gives the car a lovely line to follow the body. The trunk lid has a small lip on it and quad exhaust tips down below a more aggressive rear bumper. The rear extends beyond where the bumper should be, but it works well in this application.

A Friday night out with a friend led to the South Side section of town, where the younger crowds get together for libations and socializing. It was the perfect area to watch and see if the Audi appealed to anyone. Whether parked or cruising down E. Carson Street, plenty of eyes were fixated on the elegant black coupe slowly thumping down the street. Ladies were drawn in by the LED lights in the headlamps and guys glared in envy as it passed, leaving them with a wonderful rumble from the V8 as we drove by.

The high-style on the outside carries into the inside, where riders are greeted by a high-quality interior and a driver-oriented cockpit. Slide into the ultra-supportive 10-way sport seats and the car instantly wraps around the driver position. All controls in the dashboard and center console are contoured toward the driver, which make for a user-friendly interior. Don’t worry, if the driver is too busy, it’s easy for the navigator to take over control.

Occupants sit low in the car with the driver holding onto a plump three-spoke steering wheel in front of them. Behind the wheel are twin gauges housing the tachometer and speedometer. I’m not a fan of the gray background, but the white numbering helps make seeing how fast you are breaking the law. Directly next to the gauges is Audi’s Multi-Media Interface screen which houses everything from the audio choices to the optional navigation screen.

The MMI system is simple to use considering it’s not a touch screen system. Four buttons take you to the navigation screen, radio screen, Bluetooth telephone and on-board computer. A few twists of the knob and you can be chatting hands-free with a friend or following the route to your destination. Also, when backing up, an optional rearview camera comes to life to make sure you don’t dent that pretty rear end.

The interior of the S5 is quite spacious. Even with the small backseats, two people can spend time riding semi-comfortably. I wouldn’t suggest a long road trip unless the front occupants relinquish a few inches of legroom. There is plenty of shoulder room and leg room, but headroom is minimal for tall drivers as the Panoramic glass roof takes over valuable noggin space. The trunk is also roomy at 12 cubic feet, and can hold several golf bags with ease.

Enough of the boring and technical stuff. Time to get to the fun.

On the highway, the S5 has a firm ride, but it was very compliant on the less than stellar road surface making Interstate 70. The Dunlops do produce a bit of drone, but a quick tap on the accelerator brings the V8 alive to cover the noise.
Speaking of the engine, Audi builds a superb little monster. Also found in other Audi vehicles such as the S4 and S6, the S5’s small 4.2 liters (the lesser A5 comes with Audi’s venerable 3.2 liter V6) produces and impressive 354 horsepower and 326 lb. ft of torque putting power down through Audi’s Quattro all-wheel drive system.

This car is nothing to scoff at, and even though the car is a hair under two tons, the direct-injected engine hustles the car with sensational acceleration blanketed in an subdued Michigan-based exhaust note. And somehow, it gets almost 25 miles per gallon on the highway, three more than the EPA lists.

This particular S5 came with a six-speed manual transmission. It is a slick unit, with direct shifts in all gears but third, which gets hung up usually between gates if rushed. The clutch does have a high engagement point, but it’s deceptively light it is action. What I loved about this combination is I could leave the car in any gear and there’s no bog. The engine will pull from anywhere in the rev range, the manual will happily let you chose the right gear (unless it’s third gear), and you will leave.

And don’t think it’s just a looker. The S5 is a driver too.

Southwest Pennsylvania is a terrific place to test vehicles, with the rolling hills lining the Appalachian Mountains to test acceleration, braking and handling. There are numerous roads in which cars may be rung out on, but my favorite road is the 34 mile stretch of Route 910 from Harmar to Ambridge. A windy piece of automotive heaven north of the city, its rolling topography is the perfect place to really test a vehicle.

The beginning of the trip starts out with a few easy miles of soft curves, long straights and broken pavement. The S5 can handle this very well, with plenty of grip and almost zero body roll. The firm ride does transmit energy into your seat, but it’s muted. The engine just goes, even in a higher gear, and makes mince meat of the varying height changes.

Once the car crosses over Saxonburg Blvd, things become different. The road smooths significantly, however the turns become incredibly tight downhill corners and uphill off-camber thrill rides. This is where Audi’s optional Drive Select system comes into play. With the press of a button, the car can be changed from Comfort to Dynamic mode, and the S5 transforms from a comfortable cruiser to a more hardcore sports car. The suspension damping and Servotronic steering stiffen noticeably, and the throttle response is sharpened.

For the most part, I love the system. The stiffen suspension keeps the car hunkered to the road. Roll is all but extinct. The steering becomes heavier and quicker. The gas pedal is much more apt to pick up on your throttle inputs. The S5 had no problem keeping up with a cherry Chevrolet C6 Corvette with temporary tags trying to lose me outside the Wexford area. (If you are reading this, I am sorry to disappoint you.)

It ate the corners with such a massive amount of grip and power. There seems to be an endless supply of stick. You can tell this is a front-wheel drive vehicle with the 4.2 liter sitting far forward and the understeer popping up in tight turns, but the Quattro system seamlessly passes power front and back to make sure the S5 feels more balanced and sure-footed. Point the car wherever you want and it will follow with great enthusiasm, and if you want to be daring, lift-off oversteer is possible.

It is a very good car, except for a few minor setbacks. I am not a fan of the Dynamic steering setting in the Drive Select system. The setting may make the system more responsive, but it makes it also incredibly overboosted. Think of it as driving a car without power steering. Thankfully the MMI will allow you to custom-tailor the system to your preferences and allows the steering to stay in comfort mode. It may be lighter, but this keeps the car fun to drive without being brutal.

Another big negative for me is the price. Sure, it may start at $51,400 with those leather seats, on-board computer, Bluetooth, CD changer, 19-inch wheels and S5 sport-tuned suspension. Seems loaded, but it’s not.

Start adding luxuries such as the aforementioned navigation system and the Drive Select, and couple those with the gorgeous red leather, Technology package (consisting of parking system with rear camera, adjusting headlights, keyless entry/start and a blind-spot monitoring system), and a Bang & Olufsen sound system, and the price jumps to over $63,000. They are all worth it, especially the wonderful stereo system, but for the entry price, things like the navigation, and parts of the Technology package should be standard. Don’t forget about the $1,300 gas guzzlers tax either.

There is a ton to love about this car. The week I had it, I had a great time no matter what I was doing, whether it was letting family and friends drool over the metallic paint, chasing domestics in the hills of Pennsylvania, or letting onlookers give me the stink eye. Next year, Audi will be releasing a convertible version as well as the new the supercharged 3.0 liter V6 introduced in the A6 earlier this year.

Audi’s got a real winner on its hands, and if the price sounds reasonable enough, I guarantee it will not disappoint. Make sure you get the V8 before they are all gone.

Base Price: $51,400
As Tested: $63,415
Architecture: Front-engine, all-wheel drive four passenger midsize coupe.
Drivetrain: DOHC, direct-injected, 4.2 liter eight cylinder with six-speed manual transaxle
Length: 182.5 inches
Wheelbase: 108.3 inches
Mileage: 14 mpg city, 22 mpg highway
Weight: 3891 lbs.

Normally, I’m not that much of a wagon kind of guy. The farther away you get from something like, say, a Lotus 7, the more I have a tendency to dislike it. But when I saw that some tuning outfit called Vath had done up a Mercedes wagon that was putting in excess of 500 HP to the ground, I decided to give it a look, if not change my mind right off the bat.

Look, I’m not totally opposed to station wagons (or estates, as Euros call them). Eventually you’re going to need something with hauling capacity, or you might own three huge dogs, or you might have a kid in jazz band … or you might be a drummer in a jazz band yourself, so sure, there could be plenty of reasons to be practical and get a station wagon.

So if you’re going to need a wagon, doesn’t it stand to reason that you should get one that’s as fun as possible (within your budget)? Makes sense to me.

Enter the Vath tuned Mercedes-Benz E63 AMG Estate. Vath is a German firm that has just released a new tuning package for the wagon that increases power and gives the car a more aggressive look. It would seem that in Europe (but not here, sadly) Merc wagons can get the full AMG treatment. In this case, that means a 6.3 liter V8 heavily massaged by MB’s in house tuners.

For Vath, that was just a jumping off point.

Vath (and there’s an umlaut over the “a”, which means they should be a heavy metal band, if you ask me) (Hell, who knows, maybe they are) has a go at the engine first, tweaking the “standard” 6.3 V8 to crank out 580 horsepower and 568 lb-ft of torque. They also thought it would be a good idea to remove the electronic speed limiter so the station wagon now tops out at a Ferrari-like 187 mph.

Going is nice, but stopping is also something to be considered too, and Vath has that covered with a new, high-performance brake system and chassis mods. You get 6-piston calipers, and they lowered air suspension by 35 mm and slapped on new 20-inch alloy wheels wrapped in 245 rubber in the front and 285 out back. They also saw fit to develop a new carbon fiber front lip spoiler that they say will add about 20 pounds of pressure on the front axle along with a specific rear diffuser at the back. Probably needed aero tweaks for a frickin’ wagon that can cruise at 160 MPH all day long. Inside the E63 AMG Estate’s interior, Vath offers a variety of carbon fiber accessories (natch) and Alcantara trim for the roof.

No, no word on if, or how to get one into the good ol’ U.S. of A … but if anyone does, let me know, it’d be fun to see just what this grocery getter can do.

Source: CarScoop

Wait! What’s this I see? Hertz rental cars in Italy is now offering the use of a Lotus Elise? Wait! Not just any Lotus Elise, but the supercharged version? Oh … dear … God … Calm down. Stay Calm. Breath, just breath.

OK, Chris, boss of bosses, holder of the “limitless” Automoblog corporate checkbook, I only have two words for you:

ROAD TRIP!!!!!!!!

OK, we’ll get the specifics out of the way first, and then I’ll dig into some serious trip planning after that.

Hertz, the rental car company that probably most of us have dealt with at one time or another has offices all over the world. Their Italian arm thought it was a good idea to offer up the sublime Lotus Elise SC to anybody with the Liras (sorry, Euros) and the inclination to rent one of the little guys.

And no, in case you’re wondering, this was not Hertz idea on its own. Lotus itself has set up a new agreement with the car hire company Hertz Italiana to supply a whole slew of yellow Elise SC for its rental business in Italy. OK, that’s not perfect, they cold have been red, or, if your a Lotus traditionalist like I am, green with a double yellow stripe, but I’m not quibbling. The near-perfect two-seater roadsters will be available to hire from Hertz throughout Italy beginning from the middle of July, which should be right about now.

“For many, to drive a Lotus is to fulfill a lifelong dream and now, thanks to Lotus and Hertz Italiana S.p.A. this dream can be realized for a longer period than just a quick test drive at a Lotus dealer,” said Andrea Manni, director of the official Lotus dealer in Rome.

“We expect some drivers who hire an Elise or Exige from Hertz Italiana S.p.A to visit a Lotus dealership afterwards, as once you have experienced the exciting and adrenaline fueled capabilities of a Lotus, there is no turning back,” Manni added.

We’re not arguing with you there, Andrea, not at all.

Now, where to go … where to go …

Well, Rome is a good place to start, but if they have offices up north, that would be my inclination. Do the old Mille Miglia route: Brescia to Rome to Brescia. Three days easy, but two days would be even more fun. Imagine blasting over the Raticosta pass in an Elise? In through that long straight into Mantua, dip the lights and blip the throttle in memory of “il Mantova Volante”.

OO! I wonder if they have any available in their Napoli office? That’d be a good jumping off point. Catch the ferry to Sicily, and have two or three laps of the old Targa Florio course.

The possibilities are just endless … Calm down. Stay Calm. Breath, just breath.

Source: CarScoop

Photo from Flickr users Lance and Erin

Mercedes, logically, slowly and methodically, is getting into the green game more and more. Check out the latest example, the S-Class S 400 Hybrid. The boys from Stuttgart aren’t doing things half way, they’re not trying things out on lower range models, and then moving things up the corporate food chain. Nope, Mercedes is starting right at the top, with the S-Class.

When this press release first landed on my desk, the first thing I thought of was the top of the line Lexus hybrid (probably not what Mercedes would have liked), and the enviro-boondoggle they found them selves in when they sent copy number one to Paul McCartney via air freight (think about it for a second).

Anyway, Mercedes won’t be making that sort of mistake, I’m sure.

The press release starts off in the most bombastic fashion: “Exclusive design, the greatest possible comfort and trailblazing innovations … ” Good God, I hope it calms down or I won’t be able to read much more. Luckily it did, and some hard data is contained within.

For example, not only is Mercedes interested in what a hybrid drivetrain can do, but they also looked at the entire car’s life cycle, and how to maximize environmental benefits. The S 400 HYBRID (and yeah, Mercedes uses all caps for some annoying reason that is never made clear) is made to have as little impact on the planet as possible from production to operating the car and eventual the recycling/disposal of the ride when its time is done. As a matter of fact, Mercedes so worked the environmental aspect of the cars life cycle that they received an environmental certificate by the independent examiners at the technical inspection authority TÜV Süd. The 2005 S-Class was the first automobile worldwide to get this certification, and now Merc has added the hybrid S-Class to the list.

The new S 400 HYBRID is the world’s first series production car to feature a hybrid drive system with a lithium-ion battery. Under the hood there’s a V6 petrol engine and a compact hybrid module that cranks out a combined 299 hp, with a combined maximum torque of 385 Newton meters. The S 400 HYBRID hits 62 from a standstill in 7.2 seconds and tops out around 250 km/h. Talk about having your cake and eating it too.

The S-Class hybrid also features an ECO start/stop function that automatically switches the engine off when the S-Class comes to a stop. And during deceleration, kinetic energy is recovered and stored in the lithium-ion battery in the engine compartment.

There’s no mention of when the S-Class hybrid will hit the showroom floors in the press release, nor is there any mention of price … but you’ve got to figure it will be expensive as all get out. Still, if you’ve got the scratch and the inclination to drive a hybrid, it will be a car worth looking into.

The press release:

Signed and sealed: the environmental compatibility of the new S-Class - S 400 HYBRID: Luxury for the Environment
Stuttgart, Jul 14, 2009
Exclusive design, the greatest possible comfort and trailblazing innovations – the latest Mercedes-Benz S-Class is once again accepted to be the pacemaker for automotive progress. During the development of the world’s most successful luxury saloon, the focus was however not only on further improvements relating to the classic core values. In addition, the engineers and technicians were able to achieve decisive further progress towards optimal environmental compatibility. In this respect, the S 400 HYBRID is particularly impressive alongside the fuel-efficient versions with a V6 or V8 engine. The very latest hybrid technology makes this model the most economical luxury saloon with a petrol engine.
This comprehensive environmental commitment over the entire lifecycle of the S 400 HYBRID - from production to the operating phase and eventual recycling/disposal - has now been recognised by the independent examiners from the technical inspection authority TÜV Süd with the grant of the sought-after environmental certificate. This recognition was already accorded to the preceding
S-Class model in 2005, as the first automobile worldwide, and subsequently also to the Mercedes A, B, C and E-Class. In early 2009 the GLK-Class became the first Mercedes-Benz SUV model family to obtain the coveted certificate.
With the new S 400 HYBRID, the world’s first series production car to feature a hybrid drive system with a lithium-ion battery, Mercedes-Benz is emphatically underlining its claim to leadership with respect to design, comfort, innovation and environmental compatibility. The combination of a further improved V6 petrol engine and a compact hybrid module makes this model the world’s most efficient luxury saloon with a petrol engine. Its fuel consumption of 7.9 litres per 100 kilometres (NEDC combined) corresponds to carbon dioxide emissions of 186 grams per kilometre. The combined output is 220 kW/299 hp, with a combined maximum torque of 385 newton metres. The S 400 HYBRID accelerates to 100 km/h in 7.2 seconds and has a top speed of around 250 km/h - environmentally compatible drive systems and outstanding performance are not necessarily a contradiction in terms.
The S-Class hybrid offers all the advantages of this drive concept: a comfortable ECO start/stop function automatically switches the engine off when the S-Class comes to a stop - for example at traffic lights. During deceleration, kinetic energy is recuperated and stored by the compact lithium-ion battery in the engine compartment. This energy is put to use when required, for example when accelerating.
During the environmental certification process for the S-Class, more than 40,000 individual processes were examined, analysed and evaluated to produce a comprehensive eco-profile. It is not only the environmental effects during the vehicle’s operating phase that were assessed. Instead engineers examined every environment-related process, from development and production to operation and eventual recycling/disposal. This overall profile provides the basis for the environmental certificate. A detailed presentation of the examination results is available to the interested public in the form of the “Life Cycle” documentation series, which may be found at www.mercedes-benz.com.
High level of environmental compatibility over the full lifecycle
For the comparative assessment forming part of the environmental certification process, the S 400 HYBRID with a combined output of 220 kW (299 hp) was compared to the 200 kW (272 hp) S 350 petrol model. Even the conventionally powered S 350 impresses with good fuel consumption figures for this vehicle class: only 10.0 to 10.2 litres of fuel per 100 kilometres - depending on the tyres. This excellent figure is easily bettered by the S 400 HYBRID, which consumes just 7.9 to 8.1 l/100km. This corresponds to a remarkable 21-percent reduction. The S-Class with hybrid technology also achieves top figures when it comes to CO2emissions, which are between 186 and 189 g/km.
Taking the entire lifecycle into consideration, namely production, operation for 300,000 kilometres and recycling/disposal, the S 400 HYBRID produces 18 percent lower CO2emissions than the comparative model. This saving per vehicle corresponds to roughly 1.6 times the annual per capita emissions of the average European*. The lower requirement for energy resources caused by the lower fuel consumption during the operating phase leads to a 17-percent reduction in the primary energy requirement. This corresponds to the energy content of around 7000 litres of petrol.
*European Environment Agency: EAA Report 05/2008, Greenhouse gas emission trends and projections in Europe 2008.

Lithium-ion battery integrated into the recycling process
In the case of the S 400 HYBRID the recycling concept was produced in parallel with development of the vehicle, with the individual components and materials being analysed during every stage of the process. Aspects given close attention included the segregation and ease of disassembly of certain thermoplastic components such as bumpers and wheel arch, side member, underbody and engine compartment claddings, with a view to easy recycling.
This first use of a lithium-ion battery in a series production car also presented new challenges with respect to eventual disposal and recycling. In collaboration with suppliers and disposal specialists, innovative recycling concepts were developed which enable the valuable material constituents to be retrieved. All in all, it was possible to show a high material recycling rate of 85 percent, and an overall recycling rate of 95 percent. This means that the S-Class already complies with the overall recycling requirement coming into force from 1 January 2015.
Use of recycled components and renewable raw materials
A number of recycled parts and renewable natural materials are used in the production of the S-Class. All in all, 45 S-Class components such as wiring ducts or underbody panels with a total weight of 21.2 kilograms are made from recycled, high-quality plastics. Another aim was to obtain recycled materials from vehicle-related waste flows as far as possible, so as to create closed loops. Example: the recycled material used for the front wheel arches consists of reprocessed vehicle components such as the housings of starter batteries and bumper claddings from the Mercedes-Benz Recycling System, as well as waste material from cockpit production.
In the S-Class, 27 components with a total weight of just under 43 kilograms are produced with the use of natural materials. Wool is used in the seat upholstery, while coconut fibre and natural latex go into the driver’s seat backrest for a perfect seating climate. The backrest cladding is of wood-fibre, and the attached retention points are produced directly from the waste materials during production of the cladding, thereby allowing a closed materials loop.
Further uses of renewable raw materials in the S-Class: the interior trim is enhanced with real wood veneers, and the parcel shelf lining is made from flax fibres.
The S 400 HYBRID sets new standards, not only in the fields of technology, innovation and driving pleasure. The luxury saloon offers an overall excellent environmental lifecycle assessment, with favourable fuel consumption, low emissions, a comprehensive recycling concept and a high share of renewable and recycled materials.

When a 2009 Mazda MX-5 showed up on our review schedule, I was a bit concerned. See, I’m a little over 6′4″ tall, and shaped somewhat like a pear. I’ve never had much luck getting comfortable in smaller cars, and little compacts like the Honda S2000 and Mercedes SLK are completely hopeless. I figure the MX-5 (aka Miata) would suffer the same fate.

When they dropped off the MX-5, I was able to drive the car with relative comfort, assuming the top was down and seat was all the way back. But the size of the MX-5 is part of what attracts its buyers; being so small and nimble is what gives the driver such a close connection with the car, and the top down makes it a pleasure to drive.

When the MX-5 Miata was introduced 20 years ago, it was an instant success, having brought back the enthusiasm of the old British roadsters. Driving enthusiasts rejoiced, and are still doing so today. The MX-5, while not as modern or refined as many competitors, was the original small roadster in North America and has more fan clubs than almost any other car in the world. It’s hard for any manufacturer to garner that many loyal enthusiasts for a car, so what makes this one so special?

Since I was never part of the roadster movement, and never fell in love with one, I don’t have brand loyalty clouding my judgment while driving this new Miata. After squeezing in and driving to the store, I see why people like these cars. Despite being a big guy, I can drive the MX-5 comfortably. The 6-speed manual transmission really should be the only option in this car, but a 6-speed automatic is available for people who don’t “get” this type of car, and the SV and Sport trims have a 5-speed manual instead. Assuming you do this right thing and go with a manual gearbox, you’ll get 167 hp out of the 2.0-liter four-banger sitting under the hood. Autos drop the power down to 158 - a victim of powertrain loss. Sadly, the MX-5 does not have a high-powered turbocharged version, unlike its competitors.

Driving around town, I began noticing the shocking number of Miatas on the street, as each passing driver gave the casual two-finger fellow-Miata-driver wave of respect. Wow, people really do love these cars. I just had to find out why, so we decided to take it to the coast. I plugged my iPhone into the standard auxiliary jack, started my “Driving Music” playlist through the 7-speaker Bose sound system, folded down the roof, and off we went.

Thankfully, we had pleasant weather for most of the four-hour drive there and back, except for a 20-minute long thunderstorm that required us to close the top. This gave my skin a break from the vicious sun beating down, but for a tall guy like me, also made the cabin claustrophobic and uncomfortable. When the sun came back out I pulled over and held the button to fold back down the retractable hard-top, which takes only 12 seconds to go up or down. When the windy roads came, I really started to see where this car shines. Our review model had the $500 Sport Suspension package, which gives the car extra sharp handling through turns and pure driving pleasure. Suddenly my jaw began to hurt, not having realized I’ve been grinning ear to ear for the past 20 minutes.

On the coast, the MX5 was rewarded with plenty of looks, despite many of the more “prestigious” cars cruising around. The styling was modified a bit for 2009 to make the car appear more aggressive - a welcome change from the pill-shaped car from last year, but I can’t get past the huge grin of the front-end. Cute, but looks just like Lightning McQueen. Despite looking like a Disney character, it’s not an unattractive car. While it may not be as aggressive as the Honda S2000 or Saturn Sky, it has a more humble charm.

The 2009 Mazda MX-5 is certainly more of an everyday driver than it used to be. Unlike some of the older models, you can now get quite a lot of luxury and technology bits thrown in, and still only barely cross the $30,000 mark. The 2009 MX-5 starts at $22,500, but doesn’t include A/C. Want the bare basics? At least go with the Sport trim, and if you’re looking to buy a daily driver, you can get into the Touring or Grand Touring packages for a few more grand. If you want the retractable hardtop, expect to fork out another $1,800-2,600, depending on trim level. I’d go with the soft-top, personally. The hardtop looks better when it’s up, but it’s heavier, more expensive, and you’ll have the top down most of the time anyway.

For 2009, the Mazda MX-5 Miata has stayed true to its roots, offering a light, fun, and quick roadster for people who look at driving as something more than just a method to get to work and back. And now that it’s even more drivable (and can comfortably fit a guy my size,) you can do exactly that, every day.

Competitors:

Saturn Sky
Honda S2000
Pontiac Solstice

Continuing with the trend of making American versions of British TV shows, word comes that the BBC’s hit show, “Britain’s Worst Driver” will be remade for the colonies in a show called, “The Streets of America: The Search for America’s Worst Driver,” and it’s destined for Travel Channel. Now I’m sure the producers of this show have a nice methodical plan, and they know how they’re going to go about looking for the baboon that will “win” … but just in case, I can tell them where to start looking. If you really want to narrow down your search, there’s really only one state to look in.

Hawaii.

Yes, Hawaii, our 50th state, the one with all the aloha and bikinis and what not. No two ways about it, people in Hawaii have got to be the worst drivers I’ve seen in America.

Now, a case can be made for Florida. I had a friend when I was living in Hawaii, Matt, who was born and raised in Miami. He said that Hawaiians were actually better than Floridians behind the wheel. I have only driven through Florida, not lived there, so I suppose I should defer to Matt’s expertise. And Lord knows that I’ve seen some bad moves on the highways and byways of the Sunshine State, and I’ve heard some terrible tales. I’ve read about people who got pulled over for watching the flat screen TV they mounted in the driver’s side sun visor. They were driving OK, there was no accident involved, which is amazing, it’s just that the cop noticed them and THEN pulled them over.

And sure, there’s a lot of noise about drivers in New York or Massachusetts, or most drivers from New England for that matter, but I’ve found them to be rude and pushy, but not necessarily bad drivers. After all, being as rude and pushy as they are, if they were bad drivers, you’d see many more accidents in places like New York or Massachusetts, and, surprisingly, you don’t.

Now Hawaii …

I’m not sure what it was, exactly, whether it was the movie set views, the “spirit of aloha”, all the tourists, or what, but the sad fact of the matter is that people in Hawaii just can’t drive all that well. Now, let me just get something straight, I don’t mean NATIVE Hawaiians. They seem to be no better or worse than the hoales, hapas or all the rest. Everyone in that state is to be dealt with boatloads of caution.

For example, I was driving into town one day, cruising down the H1 at 65 or so. Beautiful, clear day, about 11.30 in the morning. It was just after Pearl, where the highway is 5 or 6 lanes wide, and the traffic was very light, only 4 cars.

To my right, about 100 yards in front of me was a woman in a new, gray Jetta. About a quarter mile in front of her and one lane over was an ol’kine pickup. And about half a mile up and in the far left was some sort of SUV. That was it, four cars as far as I could see.

The gal in the Jetta, puts on her left blinker (a rarity, in and of itself) and moves one lane to the left. Then, with the blinker still on, she violently swerves all the way to the far left lane. Off goes the blinker, she’s fine, straight and narrow, for about 200 yards, and then without warning, makes a 90-degree right hand turn without slowing down and t-bones the right hand Jersey barrier.

There was nothing on the road surface, no oil, it had not just rained or anything. It was as if she had said, “Screw it!”, and yanked the wheel hard right just to see what would happen.

And I would see people do stuff like that on a weekly basis.

I saw people driving down the freeway with the driver’s door open – I don’t mean ajar, I mean hanging open by a foot and a half. I saw people hauling TV cabinets the size of refrigerators in Miatas, and doing so just flat out booking. I’ve seen people driving on three wheels and a break disc, sparks flying all over the night sky, and no one around them so much as batting an eye.

And that’s just the stuff I’ve seen in one week.

Spend any amount of time there, and it becomes painfully clear that people in Hawaii just don’t drive very well.

Source: Jalopnik

Photo from Flickr user woodleywonderworks

German tuning company Cobra has created a range of aftermarket products for the Nissan 370Z and rolled them up into their Cobra N+ 370Z sport concept to showcase the parts.

They started with aerodynamic improvements made from fake carbon fiber, which would include a front spoiler and rear diffuser. They added on lightweight 19-inch alloys, lowered the car a bit, and gave it a sport suspension for better handling. Along with a few other minor improvements and aesthetic changes, they added sport mufflers whose sound can be changed with a remote. Ok, that’s pretty cool…

So it doesn’t look bad; I like the front and rear accents, but they couldn’t have even used real carbon fiber? The suspension upgrade is good, and the new wheels look great on the 370Z.

I feel like they could have done more. The mufflers are a good idea, but they should have done the whole exhaust so they could at least tout a power upgrade. I’m not sure the stuff they did with the car is worth a tuned “concept” though. Maybe if they did a brake upgrade, tuned the ecu, maybe a new intake. And for the love of God, use real carbon fiber next time.

Head into your local Kia dealer and you’re likely to see their brand new Forte Koup sitting in the showroom. Based off the cool Kia Koup Concept at SEMA 2008, the Forte Koup looks surprisingly attractive. We are driving the Forte sedan right now as a test car (review coming soon,) and are actually rather impressed. I’ll get into details during the review.

Just like its sister company Hyundai, Kia seems to be making a serious effort to turn itself around in image and quality lately, which is definitely getting them noticed. The 2010 Kia Soul review we did last month shows the first step in the direction they’re trying to follow. The Forte sedan is also a step away from their typical boring vehicles, and now we have this spicy little number, which is…dare we say…exciting?

I’m surprised at how good the Forte actually looks (and it looks better in person,) a lot like a sharper Honda Civic, but with more room and less expensive. And better fuel economy. Don’t get me wrong, I like the Honda Civic, but the Forte might just be enough to be a good competitor.

The 2010 Kia Forte Koup wil be powered by a 2.0-liter four-banger producing 156 horsepower and 144 lb-ft of torque, which is more than its competitors, of course. The SX trim level upgrades the engine to a 173 hp 2.4-liter four-cylinder, just like the sedan. Both the coupe and sedan have standard 5-speed manual transmissions with optional 4-speed autos. The SX model, thinking it’s so much better than the other trims, bumps it up to a 6-speed manual or 5-speed auto.

Keeping with the young and modern theme, the Forte Koup has standard MP3/CD audio playback with a 6-speaker stereo system, and steering-wheel mounted controls. Like other Kia/Hyundais, it also has both a USB and aux jack as well as iPod connectivity standard. This is a very good system, and other car-makers need to follow suit here.

Other impressively standard features include well-bolstered sport seats, a driver’s seat height adjuster, tilt steering column, power windows, power door locks with remote keyless entry and cruise control with steering wheel controls. The cocky SX trim gets sport cloth seats with red stitching, tilt and telescoping steering column, leather-wrapped steering wheel and shift knob, metal pedals, metal finish trim and a Supervision gauge cluster, whatever that means. Optional are leather and moonroof, among other things.

Strangely, I’m a bit excited to drive the Kia Forte Koup; I’d love to see how it compares to the Civic Coupe, Ford Focus, and Scion tC. So far the sedan has impressed me, and you know I love coupes.

Dodge Viper fans can rejoice. Their badass Chevrolet Corvette and Porsche 911-fighter will live on into 2010.

In a press release issued earlier today, Chrysler Group LLC announced the Viper will not be phased out after at the end of this year. With a tumultous year so far with filing for bankruptcy, shutting down plants and laying off thousands of workers, this upbeat news may be the start of a positive turnaround for the company. Or so the company hopes.

“The Dodge Viper has successfully captured the hearts and imagination of performance enthusiasts around the globe,” said Mike Accavitti, President and Chief Executive Officer, Dodge Brand. “We’re extremely proud that the ultimate American-built sports car with its world-class performance will live on as the iconic image leader for the Dodge brand.”

And don’t worry about the performance. It will still be a road-going rocket with its 8.4 liter V10 and insane racetrack prowess.

Read below for the official release

Dodge Viper SRT10 Will Live On

Auburn Hills, Mich., Jul 10, 2009 - Chrysler Group LLC announced today that production will continue for the legendary Dodge Viper SRT10.

Originally slated to cease production in December 2009, the Chrysler Group Connor Avenue Assembly Plant — the exclusive home of Dodge Viper production since 1995 — will continue to build the V-10 powered sports car. Chrysler Group is no longer pursuing a sale of the Viper business assets.

“The Dodge Viper has successfully captured the hearts and imagination of performance enthusiasts around the globe,” said Mike Accavitti, President and Chief Executive Officer, Dodge Brand. “We’re extremely proud that the ultimate American-built sports car with its world-class performance will live on as the iconic image leader for the Dodge brand.”

Introduced as a concept car in 1989 at the North American International Auto Show in Detroit, the Dodge Viper was designed and engineered to test public reaction to the concept of a back-to-basics, high-performance, limited production sports car.

The reaction was so overwhelming that customer orders began to flow in even before the auto show was over. Chrysler Corporation immediately decided to determine the production feasibility on transforming the crowd-pleasing Dodge Viper show car into a limited-production sports car in no more than three years.

In May 1990, after months of intensive study and testing, Chrysler Corporation announced that the Dodge Viper, powered by an aluminum V-10 was a “go.”

Dodge Viper production began in May 1992 at the New Mack Assembly Plant and was moved to Conner Avenue in October 1995. Viper V-10 engine production transferred from Mound Road Engine to Conner Avenue Assembly in May 2001. In 2008, Dodge introduced the all-new, fourth generation Dodge Viper SRT10. With more horsepower, more torque and more than 30 exterior and interior color combinations, the latest Viper gives enthusiasts the performance they expect on the track and off, with more factory customization options than before.

For 2009, the Dodge Viper SRT10 offers outrageous power, with an 8.4-liter, 600-horsepower (450 kW) V-10 engine contributing to blistering acceleration (0-60 mph in less than four seconds, 0-100-0 mph in the low 12-second range), setting an American sports car benchmark.

To date, more than 25,000 Dodge Vipers have been built.

Well, since I was going to write up the new Mercedes E Class coupe today, but that info went missing from the Merc website AND I was up far too early to watch practice for the German GP, AND Mercedes did just happen to have this really cool set of photos of Lewis Hamilton (defending world champion and McLaren-Mercedes driver) checking out the W25 from the 1930s AND tooling around the fabled Nürburgring Nordschleife … well, guess I got something ELSE to write about.

Lewis Hamilton, for those of you that don’t know, is something of a wunderkind in the racing world. He’s the first champion who’s of African descent (his dad is from Grenada, his mom’s from London), and, when he’s got a good car under him, he’s pretty damn quick. And given McLaren’s affiliation with Mercedes (technical partner and engine supplier to Ron Dennis’ team), doing something historic for the home grand prix seems in order.

Normally, Mercedes would think that winning would be in order, but this season, McLaren is in terrible shape. They put so much time & resources into winning last years championship, that they lacked serious development on this years car, so now … well, if you can’t say anything nice.

So shy not focus on something of an historic nature.

In this case, Mercedes gave us three things to focus on:

The Mercedes-Benz W25, the Nürburgring Nordschleife, and driver Manfred von Brauchitsch.

When Mercedes-Benz rolled out their W25 grand prix racer in 1934, it was not only state of the art, it was the benchmark that all other cars were to be judged against. Yes, Audi, with their mid-engined, double supercharged GP racers were very, very formidable, but they lacked the consistence of the cars that Mercedes would field.

Of course state of the art for the mid-30s looks somewhat prosaic from the view of 2009, and in some ways, it’s a downright frightening vista.

For example check out the technical spec for the W25:

Chassis U-Section Pressed Steel Frame
Suspension (front) Double Wishbones w/Coil Springs & Friction Dampers
Suspension (rear) Swing Axle w/Transverse Quarter Elliptic Springs, Friction Dampers
Engine M25 3.4 liter, later 4.3 I8 supercharged front-engine, longitudinally mounted
Transmission Mercedes-Benz 5-speed

You just knew that swing axel rear is going to make for some interesting moments when you hit a bump mid-corner. And that chassis construction … better not to go into it.

Speaking of frightening vistas, what do I need to say about the Nürburgring Nordschleife? If any of you out there play Gran Turismo or Forza Motorsports, you should know this track like the back of your hand.

I know I do. At over 14 miles in length, and having over 170 corners, the Nürburgring is either the best, or the worst man made tracks ever constructed, depending on your perspective. Today, it’s deemed far too dangerous for modern grand prix competition. But back in the 30s, racers thought nothing negative about going for a nice Sunday drive around a track that had no guardrails, let alone modern niceties like run off areas or medical facilities.

Drivers like Manfred von Brauchitsch. Those of you that are military buffs will recognize that last name: von Brauchitsch. Yup, he would be the nephew of Field Marshal Walther von Brauchitsch, who was in charge of taking Moscow in WW II. Luckily, Manfred was better with a wheel than Walther was with an army, and he did OK racing for Mercedes. He wasn’t a star, like the great Rudolf Caracciola, but he was a tough, and willful driver, rather than one of skill.

Those two qualities were essential to piloting a car like the W24 around tracks like Nürburgring. The ‘Ring might have been big and formidable, but its cavalier attitude towards safety was the norm for all racing tracks of the day. And for the drivers too. The Mercedes team wore coveralls, but that was for looks, there were no safety qualities. Helmets? Try cloth helmets to keep the grease, grit and grime out of your hair (more than anything).

Now compare that to what we see young Lewis wearing.

Things are different these days, huh?

VW’s Tiguan, their still new small-ish SUV has a lot going for it. Everyone who’s driven it says it’s well screwed together, and the size is right for more driving situations than say, a Hummer. You wouldn’t think that an SUV the size of a Tiguan would check out that well in the crash department, but it turns out that it just passed with flying colors.

The 2009 Tiguan just earned a 5-star crash test rating from the National Highway Traffic Safety Administration (NHTSA), as part of the government’s New Car Assessment Program (NCAP). NCAP was originally responsible for setting up front and side crash test ratings, and of late added a rollover rating into their overall report. In short NHTSA and NCAP are the people that came up with the multiple star rating system.

“Volkswagen is thrilled that our Tiguan has earned the highest crash test rating, 5-star, by the government — providing further validation that Volkswagen produces some of the safest vehicles in the industry. Our vehicles have numerous safety technologies that work to help prevent accidents whenever possible, and help protect our occupants when an accident is unavoidable,” said Mark Barnes, Chief Operating Officer, Volkswagen of America, Inc. ”

VW says that “the Tiguan also features the fun-to-drive handling and performance expected from a Volkswagen. ” Which is probably true enough, given that it’s an SUV. VW’s have been a hoot to drive for a couple of decades now, so it stands to reason that they could even make an SUV funner to drive than normal. After all, BMW was able to do it with their X series of SUVs, so why not VW?

Speaking of fun, in the engine room, the Tiguan has a 2.0-liter turbocharged TSI engine, which should motivate it down the road quick enough. The chassis is described as being “European tuned” by VW, but that’s sort of pointing out the obvious, coming from a European car manufacturer. Of note in the chassis department though, is the standard electronic stability control system that Volkswagen calls Electronic Stabilization Program (ESP). That will probably come in handy for your typical ham-fisted American suburbanite driver that thinks trucks should handle like cars. Not that the Tiguan is necessarily truck like, but don’t expect it to win any fastest time of day trophies and your next Auto-X. But the Tiguan could be a great crew support vehicle, if you’re into club racing.

I wonder what it’s like towing a flatbed trailer with a formula Ford on it?

Here’s VW’s press release:

Volkswagen Tiguan Earns 5-Star Crash Test Rating

HERNDON, Va., July 8 /PRNewswire/ — Volkswagen of America, Inc. announced today the 2009 Tiguan has earned a 5-star crash test rating from the government’s New Car Assessment Program (NCAP). NCAP is part of the National Highway Traffic Safety Administration (NHTSA), which is affiliated with the U.S. Department of Transportation, and they have provided consumers with vehicle safety information since 1978.

NCAP has primarily provided front and side crash test ratings, and more recently added a rollover rating — all aimed at helping consumers in making their vehicle purchasing decisions. The rating results are relayed to consumers using an easily recognizable star rating system from 1 to 5, with 5 being the best a vehicle can achieve.

“Volkswagen is thrilled that our Tiguan has earned the highest crash test rating, 5-star, by the government — providing further validation that Volkswagen produces some of the safest vehicles in the industry,” said Mark Barnes, Chief Operating Officer, Volkswagen of America, Inc. “Our vehicles have numerous safety technologies that work to help prevent accidents whenever possible, and help protect our occupants when an accident is unavoidable,” added Barnes.

Along with being one of the safest compact SUVs currently available in the marketplace the Tiguan also features the fun-to-drive handling and performance expected from a Volkswagen. The Tiguan comes with the award winning 2.0-liter TSI engine that delivers turbocharged acceleration and responsible fuel efficiency. European tuned suspension enables precise handling, while also providing a smooth and compliant ride. Just like all 2009 model year Volkswagen vehicles, the Tiguan includes a standard electronic stability control system that Volkswagen brands Electronic Stabilization Program (ESP).

Tiguan, like all 2009 model year Volkswagen vehicles, is also included in the no-charge Carefree Maintenance Program. Under this program all of Tiguan’s scheduled maintenance, as described in its maintenance book, is covered for the length of the New Vehicle Limited Warranty — three years or 36,000 miles, whichever occurs first.

Photo from Flickr user Michi1308

The mid-size family sedan segment is red-hot right now with an overabundance of vehicles to suit any driver’s taste. From America to Asia, consumers can choose from a soft and comfortable four-door to something that gets the blood pumping a bit. For the latter, Mazda says their recently-redesigned 6 sedan is the best choice out there.

First appearing in 2003, the first Mazda6 sedan offered a terrific sporty alternative to most family sedans. Offered with either a 160 horsepower, 2.3 liter four cylinder or a 220 horse, 3.0 Duratec V6, it handles curves beautifully while having room enough for a family of four and their luggage. The bigger engine even came with Mazda’s terrific five-speed manual, a rarity in this segment.

On the other hand, the 6 had some discernible qualities (or lack thereof) which left it far behind the likes of the Toyota Camry and Honda Accord. The interior layout and material quality was poor to put it politely, and the V6 ran out of steam too quickly compared to other engines in its class.

So where does the second-generation, released last year as a 2009, place this time around? Does this new Mazda6 improve on its faults while keeping the fun-to-drive personality?

Let’s start with what’s new. The first noticeable change on the Mazda6 is the new body. From the front, there is a wider fascia with larger headlamps surrounding a more pronounced grill. The front is stretched around to the front fenders, which now house very aggressive fenders that remind you of an old MG. From the fenders, the door line rises upward as the roof slopes down into the rear. There are another set of arches in the back fenders that roll into the more voluptuous rear end. The new exterior is certainly forceful compared to its predecessor.

Once the new styling cues are absorbed, the increased size of the vehicle will be the next item perceived. Length has increased 6.9 inches to a long 193.7, while width and height are up over two inches as well. Luckily, weight has only increased 92 pounds in the four cylinder models, so there’s no need to worry about the 6 being too heavy around the waist.

And if you are worried about the added weight, there are two larger engines available. The DOHC four-cylinder has been bored out to 2.5 liters and produces a rev-happy 170 horsepower and 167 lb-ft of torque. If that’s not enough, Mazda offers their 24-valve, 3.7 liter V6 used in the CX-9. The 272 horsepower, 267 lb-ft will spin the front tires to oblivion if you’re not careful.

The interior receives an equally notable refreshing as well. The unloved sea of buttons, chintzy-looking rotary vents and lazy pop-up navigation screen in the old sedan are gone for a more balanced and upscale look. There is still a small strip across the top of the dash for the air and radio display, but now everything looks much easier on the eyes as well as more user-friendly. The optional navigation is still available, but it’s now a welcomed touch screen monitor in the center of the dash.

Thankfully, even with all the new additions and changes, the Mazda6 is still fun to drive.

It is still all-independently suspended, with double wishbones up front and multilink in the rear, with big sway bars. In the Mazda6i Grand Touring tested, there is bigger seventeen-inch aluminum wheels wrapped in 55-series Michelin tires for added grip.

The steering is damn near perfect. It’s light enough to make quick inputs, but still builds force feedback nicely in the turns. There’s good front-end grip from the Michelins, and the body roll is kept to a minimum. The chassis feels so balanced and neutral in the corners that crawling under the car to make sure this really is not rear-wheel drive will happen. Simply chuck it into a sweeping corner, keep a little pressure on the gas, and the rear ever so slightly steps out, giving a feeling of sports-car euphoria.

When not pushing the limits of adhesion, the Mazda6 calms down and cruises smoothly, with a velvety-smooth suspension and terrific cushioning in the well-bolstered leather seats. Stopping power comes from rather small 11.8-inch front, 11-inch rear disks, and they show it with a soft pedal feel, but they do halt the 6 with strong stopping power.

In this Mazda, the 6i comes with the 2.5 liter, while the 6s gets the V6. The smaller engine feels a bit down on power, and to move the car even briskly requires a heavy foot. Luckily it loves to get thrashed because it is silky smooth. The manual is terrific as well, with solid and precise shifts. The clutch is slightly peaky with its engagement point, but it is better than a lot of others in this market.

On the inside, the new interior design is leaps and bounds ahead of the older model. Behind a much better looking steering wheel are new gauges that now glow a fiery red numbering surrounded by a beautiful blue ring. The tiny rotating controls for ventilation have been increased in dimension as well as text size, making them far easier to use.

This top of the line model comes with all the techno-goodies Generation-X would love. The 6 has touch screen navigation with Bluetooth Hands-Free phone, 11-speaker Bose audio with iPod connectivity and Sirius satellite radio, Mazda Advanced Keyless Entry and Smart System with push-button start, and Blind Spot Monitoring in addition to all-automatic windows, sunroof, traction and stability controls, and the usual pantheon of airbags.

The control screen is crystal clear and responds to your inputs cleanly. The Bose audio sounds surprisingly good, and you are able to select what you want to listen to through the navigation, whether it be the satellite radio, auxiliary input, or Bluetooth music device. A really great feature is that it can record a song for you and then let you replay it if you want. The Blind Spot Monitoring system may not be to everyone’s liking, but the little display in my mirror telling me of a side-straggler saved me several times.

There is a copious amount of room both front and back now, with 101.9 cubic ft. of overall passenger room, which lags behind the Honda Accord, but beats everything else in its class. The trunk is larger than anything in its class, at 16 cubic ft., which is plenty of room to carry a set of race tires if you care to push the Mazda6 to its extremes.

However, this is where the positive ends and the list of negatives begins.

Sticking with the interior, the newer layout of is very much appreciated, but the materials used in this sanctuary fall far back. It may look nice from afar, but once inside, the cheapness is deafening. The plastics are rough and tinny, the leather should really be called vinyl, and the buttons and knobs feel as if they would break if used too harshly. And for the performance of this car, I would’ve like a more driver-oriented cockpit.

Then there is the navigation, which deserves its own story. I prefer a touch screen to other rotary dial-enabled systems, but this particular system is far too confusing. While some of the features like the audio control and entering simple information is easy, the menus are a chore to scroll through. Attempting to detour to another route or not knowing what Best Buy or Target were annoying, but when the system locks when moving is just downright aggravating. And why on earth is this not facing more towards the driver, so there is no need to stretch to reach buttons?

Finally, and one of the things bothering me the most, was the noise factor. Most of it came from the Michelin MXV4 S8s. These tires not only obnoxious on rough surfaces, but when pushed for any sort of reason, be it turning or braking, they would howl in agony. Then there is the engine, which at 70 mph is very vocal at over 3,000 revs. It’s hard to hear it over the tire noise, but on smooth pavement, it sounds like the car is accidentally in fourth.

I had high hopes for this car. I am a big fan of Mazda vehicles, especially the Mazda3 and the Miata. It truly is one of the few vehicles that are a great drive, but the cheap interior and ludicrous sounds emanating from outside really turned me off. The V6 is quieter, but without a manual transmission, it just doesn’t have the appeal to where I can row my own gears. If my commute was strictly off the beaten path, I would still choose this car. For anything else, I would simply walk away.

Base Price: $19,300
As Tested: $30,265
Architecture: Front-engine, front-wheel-drive five passenger midsize
Drivetrain: DOHC, 16-valve, 2.4 liter four cylinder with six-speed manual transaxle
Length: 193.7 inches
Wheelbase: 109.8 inches
Mileage: 20 mpg city, 29 mpg highway
Weight: 3258 lbs.

Really? Has it been forty years since Porsche rolled out the 917? Man, I am getting old. I remember when those were new. They hit the scene as a complete, but inevitable surprise, and at the time, it looked like they had a ton of potential, but also had a bunch of … well, let’s just call them quirks. Quirks that could get you killed.

From 1960 to 1970, sportscar racing was in an upward spiral. The money was adding up at an enormous rate. What Jaguar spent at Le Mans in 1960 wouldn’t even pay for Porsche’s transporters by 1970. And that was all tied into decades-long trend of a new marque unseating and older, more successful team, only to be toppled by yet another newcomer. Jaguar begat Ferrari, and Ferrari begat Ford, whose main, base-level thought seemed to be, “To win, throw money and horsepower at the problem.”

Porsche wanted the crown of winning at Le Mans, and with it the aura of building the best sportscars there are, and they also saw Ford’s example, and seemed to take it to heart. So out came the checkbook, and soon out came a monstrous flat 12 engine, that, by the time it was fully developed by the likes of Roger Penske & Mark Donohue, was cranking out FAR in excess of a thousand horsepower.

The chassis design? Well, that’s where that whole “quirk” stuff I mentioned earlier came in.

Porsche have never been handlers, and their chassis design has been … well, John Surtees once described them as being “agricultural”, let’s just leave it at that. The 917s tube-frame was rigid enough, but the bodywork on the first-gen cars was frightening. And I mean that literally.

At the time, the whole point of race car aerodynamics was to punch as clean a hole in the air as possibly; maximize top speed, and let the chassis handle stuff like grip. So the first version of the 917 featured what was called “The Long Tail” body work. A huge aft section streamlined the airflow off the back of the car.

It also produced horrendous amounts of rear end lift, but only “at speed”. And by “at speed” I mean “at speed above 220 MPH”. Which is not only frighteningly fast, but also teamed up with the 917 being fine up until that point. The answer was one of expediency more than anything else. There was “short tail” body work that was being used in the North American CanAm series and also in its Euro counterpart, the Interseries. By simply swapping out the rear engine cover, the lift went away. So did about 10 MPH of top speed, but it was worth it, since the factory was running out of guys that were willing to hold their foot down all the way down the Mullsanne.

That expediency of saying, “Hell I dunno. Let’s try this!” is what turned the whole ballgame around, and put Porsche in a position of such utter domination that now, 40 years later, their records still stand.

Anyway, 40 years on, Porsche has decided to commemorate their success and brought a collection of 917s to this year’s Goodwood Festival of Speed.

At Goodwood the 917s were accompanied by an array of drivers reunited with their race cars such as Richard Attwood, former F1 driver and 1970 Le Mans winner for Porsche, Brian Redman was behind the wheel of the 917/30 CanAm racer, David Piper, who bought a 917 new from the factory in 1969, will be driving his own car and Jackie Oliver, who was the Le Mans winner in 1969, drove a Gulf-liveried 917.

Source: CarScoop

Photo from Flickr user edvvc