CARS

2013 Porsche Carrera

noreply@blogger.com (webmaster) — Wed, 14 Nov 2012 16:17:00 +0000

2013 Porsche Carrera 4 And 4S

After testing the all-wheel drive version of the new generation Porsche 911 Carrera for quite some time, Porsche has finally dropped the official details on the new Carrera 4 and 4S models. The new models will make their world debut at the 2012 Paris Auto Show and will be put on sale at the end of the year. Prices for the German market will start from 97,557 euro ($122,300 at the current rates) for the coupe and 110,290 euro ($138,200 at the current rates) for the convertible model.

The new Carrera 4 is powered by a 3.4-liter flat-six engine that delivers a total of 350 HP, while the 4S version gets a 3.8 liter engine that produces 400 HP. The standard version can sprint from 0 to 60 mph in just 4.5 seconds, while the 4S will do the sprint in 4.1 seconds. Top speed for the 4S coupe version goes up to an impressive 185 mph.

Next to being more powerful than the previous generation, the new Carrera 4 and 4S models are about 143 lbs lighter. The two models have also been equipped with the AWD Porsche Traction Management (PTM) system and feature 22mm wider rear wheel arches when compared to the standard Carrera.

UPDATE 09/06/2012: Porsche has unveiled a new series of six videos featuring the latest Carrera 4 and 4S models. Enjoy!

UPDATE 11/06/2012: Porsche has unveiled a promo video for their new Carrera 4 model. The video is called "Two impressive red lines" and it is the first in a series of films introducing the UK launch of the new 911 all-wheel drive Carrera 4 models.

Exterior

In June 2012, we busted the 2013 Porsche Carrera 4 and 4S models whipping around the Nürburgring in an effort to work out the kinks in this upcoming revamp. The Carrera was bearing very little clothing, but still had enough on to leave a little bit to the imagination.

Like a tough game of Where’s Waldo, it takes a keen eye to spot the differences between the front end of the 2013 model and the 2012 model. The first thing we notice is that the nose is ever-so-slightly wedged more so than the 2012 model. Porsche also scrapped the all-too-typical boring Porsche front fascia and installed a new one. This new fascia boasts wider side air inlets and a slightly narrower mouth without the two side bars that we had on the 2012 model. Also changed up are the turn signals, as the 2013 model boast harder-angled, hockey-stick-style turn signals up front.

The mirrors have also moved from being A-pillar mounted to sitting on the top of the door – a trend gaining steam in the auto industry as of late. As you approach the back end of this AWD Porsche, you’re going to find a backside that is slightly more voluptuous than the RWD 911, as there’s an extra 44 mm of cushion to make room for the AWD system and the wider tires.

From the rear, you’re going to find the same illuminated taillight bar that was shown off on the 2013 911. You also get one fewer engine cooling louver, making the count three instead of four. Porsche also scrapped the old and fat looking taillights on the 2012 Carrera and replaced them with more triangular and thinner units.

As you reach the redesigned integrated rear diffuser, you will also find two large oval exhaust exits, as opposed to the four smaller units found in the previous generation.

In all, the redesigned 2013 Carrera 4 and 4S look pretty much as expected, as we have already seen the redesigned 911 and we knew it wouldn’t stray too far from its roots. Still, this is a great job building onto a legend, as opposed to tearing it down and starting over.

Interior

The interior of the 2013 911 Carrera 4 and 4S is not a big shocker, as it is mostly a carryover from last year, sans several mild changes the Porsche notates and that we see. First is an optional glass sunroof – a new addition for 2012. Next you’re going to find a slight modification to the center dashboard vents, as it looks like all Porsche did was flip the 2012 vents upside down. Now the longer section of the vent bezel is on the top, giving it a grin-look instead of the frown look from 2012.

Also swapped up, just by appearance in the press photos, is the center stack. The LCD screen in the stack looks significantly larger than the 2012 model year. The stack also looks much more organized over last year’s model.

The center console on the 2013 Carrera comes off of the center stack at much shallower angle, giving it a smoother appearance. Also, the center console extends further rearward than the 2012 model year and you’ll notice that there is no handbrake – we assume it is an electronic unit. Also gained from the interior images, we see that the armrests look far better engineered, with the window control integrated into the it.

One final addition that we can make out from the press pictures is the addition of a shoulder line and other accents around the cabin. A silver trim piece runs across the top-third of the door panels and across the face of the dashboard, creating the shoulder line. Throughout other parts of the interior are more silver accents, giving the interior a more luxurious look than the Carrera has ever boasted.

There were also some technological changes this year. The biggest addition is a new data screen in the instrument cluster that tells the driver what percentage of the power is going to the front and rear wheels. Optional on this year’s model is adaptive cruise control, which helps speed up and slow down the Carrera while it is in cruise control. When you order the 911 Carrera with Porsche’s famed PDK, you get Porsche Active Safe, which helps you avoid front-end collisions. Porsche hasn’t elaborated on how, as of yet, but it supposedly does help.

We love the new interior, hands down. The previous generation was nice and luxurious, but was a little bit dull. The revisions that Porsche made for this generation add to the existing generation’s strong points and eliminates its low-lights – like the cheap-car-like door panels.

New features for the new generation Carrera 4 and 4S:

All-wheel drive indicator
Porsche Active Safe
Sliding glass sunroof
Extended Sport Chrono pack
A new menu in the instrument cluster that informs the driver how the PTM all-wheel drive is currently distributing engine power
Optional Adaptive Cruise Control (ACC) to the entire model range, which controls distance to traffic ahead and vehicle speed
New sliding glass sunroof as an optional feature for the 911 Carrera Coupe

Engine

We were already aware of the engine selections in the Carrera 4 and 4S. The Carrera 4 will boast a 350-horsepower 3.4-liter flat-6 and the 4S will boast a 400-horsepower 3.8-liter flat-6. The Carrera 4 will zip to 60 mph in only 4.3 seconds and reach a top speed of 177 mph in coupe form, and 4.5 seconds in cabriolet form with a top speed of 175 mph. The 4S coupe will hit 60 mph in just 3.9 seconds and has a top speed of 185 mph, while the drop-top model will take 4.1 ticks to get to 60 and reaches 183 mph.

The standard gearbox in the Carrera 4 and 4S for 2013 is a 7-speed manual and they, of course, have the optional Porsche Doppelkupplung (PDK) 7-speed transmission. If you opt for the manual transmission and the Sport Chrono package, you get an extra special Sport Plus mode this year. This mode actually automatically double declutches for you when it’s in this mode. Essentially, it is just a rev-matching system to maximize power, but it is still cool that you can say “my car double clutches for me.”

The gas mileage on the Carrera is actually very decent for the type of car it is. The Carrera 4 gets 20 mpg city and 28 mpg highway when equipped with the PDK. The cabriolet Carrera gets 20 mpg city and 27 mpg highway. The 4S model gets 19 mpg city and 26 mpg highway with the PDK.

Prices

The 911 Carrera 4 and 4S will debut at the Paris International Motor Show on September 29th and we’ll see it in showrooms in early-2013.

Model	Base MSRP
Carrera 4 Coupe	$91,030
Carrera 4 Cabriolet	$102,930
Carrera 4S Coupe	$105,630
Carrera 4S Cabriolet	$117,530

Competition

Until the rest of the 2013 supercar world unfolds, we’ll reserve listing any competitors. There are still some unknowns that we need to learn more about, including the Jaguar F-type – the most likely direct competitor with its supercharged 3.0-liter V-6 engine and 5.0-liter V-8 engine.

Conclusion

Porsche’s kind of have a reputation as being a doctor’s car and not too exciting to look at. The 911 is likely one of the biggest culprits. We’re not saying they are slow or literally boring, just their looks have become dated, predictable and soft. With this revision to the Carrera 4 and 4S we get a more aggressive looking 911 with the same performance that we expect of this famed sports car. Awesome job tuning up the exterior to better suit its performance.

Nice retouching of the interior
Great acceleration times
Awesome fuel economy for its class

Some changes are too subtle
Too easy to confuse with a 2012 model year
Long wait for a 2013 model year car

2013 Bugatti SuperVeyron

noreply@blogger.com (webmaster) — Tue, 30 Oct 2012 19:45:00 +0000

1600 HP Bugatti SuperVeyron in the works

Anyone who thought the Bugatti speed legacy was going to quit at 1200 HP may be in for a big surprise once the 2013 Frankfurt Motor Show gets underway. According to Automobilemag, the French manufacturer is working on a 1600 HP version of the Veryron and have dubbed it the "SuperVeyron."

The new Bugatti SuperVeyron is supposed to incorporate extensive use of carbon fiber, shaving off about 550 lbs from the Veyron Super Sport’s total weight of 4052 lbs. Under the hood, Bugatti will place an 8.0-liter (or 9.6-liter) engine that will deliver an amazing 1600 HP, and a power-to-weight ratio of one kg (2.2 pounds) per hp thanks to the amazing weight loss. With these additions, the new SuperVeyron will sprint from 0 to 60 mph in 1.8 seconds, while top speed will be raised from the current 259 HP up to an impressive 288 mph.

Next to the extra power, the new supercar will also get new designs for the front and rear with even more sophisticated active aerodynamics.

If these reports are true, then all of this will come in at a not-so-bargain price of over $2.5 million.

2012 Porsche Cayenne

noreply@blogger.com (webmaster) — Sat, 27 Oct 2012 18:53:00 +0000

2012 Porsche Cayenne Diesel by Kahn Design

Kahn Design is keeping busy releasing a new tuning program every week. So far, they have been focusing on Land Rover models, but this week’s package du jour is for the Porsche Cayenne 3.0 Diesel.

Kahn started by adding a very cool aerodynamic package which includes vented front and rear wide wheel arches with integrated front and rear air dams, a lower boot lid spoiler, and exterior Kahn enamel wing shields. The door handles are finished in matte black, while the brake calipers are finished in liquid gold. They have also opted to put in LED daytime running lights for the front wheel arch vents and privacy tinted glass. The final element of the exterior package is a new set of 22" Kahn RS wheels finished in a color chosen by the customer. There is also a sports lowering module which provides the car with a sportier appearance.

For the interior, the package adds black and carbon quilted and perforated leather with ivory contrast stitching, a black and carbon quilted leather center glovebox, a red and cream colored speedo and rev counter facia, and balck charcoal finish floor mats.

gallery:2013 Porsche Cayenne Diesel

gallery:2012 Porsche Cayenne Diesel by Kahn Design

Audi SQ5 TDI 2013

noreply@blogger.com (webmaster) — Sun, 14 Oct 2012 17:41:00 +0000

Audi is currently showcasing its SQ5 TDI exclusive concept at the 2012 Paris Motor Show. The SQ5 TDI is the top model of the Q5 model series and is the first S model in Audi’s history to feature a diesel engine. The SQ5 TDI exclusive concept showcases new interior and exterior design solutions and a limited run of only 50 vehicles will be made available to the market, with production due in the first quarter of 2013.

  Exterior and Interior Styling  

When the SQ5 TDI exclusive concept goes into limited production next year, it will feature the exclusive Aral Blue crystal effect exterior finish. Like any S model Audi, the exterior mirrors are finished in aluminium and xenon plus headlights and LED Daytime Running Light (DRLs) are fitted as standard. Four exhaust tailpipes dominate the rear-end.

  The interior incorporates contrasting materials. The multifunction sports steering wheel and gear lever gaiter are finished in black fine Nappa leather with contrasting stitching in white, including the centre armrest and dashboard cover. The seats are also covered in fine Nappa leather with white stitching and woven leather is used on the centre section of the seats, a first for a production vehicle.

The Alcantara headlining, sunroof blind, inlays and door applications are finished in white. The inlays, with open-pored veneer, are natural grain ash while the door trims and entry sills feature exclusive Audi badges.

2013 Volvo XC90

noreply@blogger.com (webmaster) — Sun, 06 May 2012 09:06:00 +0000

Volvo has brought onto the market the XC90 SUV back in 2003 and since then no major updates have been made. But for the 2013 model year the company has announced "the most significantly updated XC90 since its launch a decade ago."

For the 2013 model year the XC90 has received a bold new look along with an enhanced roster of standard features inside and out. Exterior changes include new body-color bumpers, side skirts and wheel arches and of course new LED daytime running lights for the R-Design models. The list of updates continues with a new bumper bar, silk matte mirrors and 18-inch "Thalia" alloy wheels. The interior gets sanded silver aluminum inlays, white instrumentation lighting and a leather strap on the tailgate.

No changes have been made under the hood though, as the American version gets the usual 3.2-liter in-line six-cylinder engine that delivers 240 HP and 236 lb.-ft. of torque.

The 2013 Volvo XC90 ha already been put on sale with pricing starting at $39,500.

The exterior and the interior

With the new changes Volvo wanted to make the the XC90 look sleeker and lower to the ground. For this purpose the changes made to the article include a new body color front and rear bumpers, sill moldings and wheel arches. Volvo also placed new standard LED daytime running lights and taillights.

The 3.2 version has been updated even further with a new silver front bumper bar, chrome taillight trim, silk matte exterior rear view mirrors, air intake décor trim and 18" Thalia alloy wheels.

The R-Design models will get a fully color-coordinated exterior plus LED daytime running lights and taillights and a new set of 19" Ixion alloy wheels.

For the interior the new XC90 gets sanded silver aluminum inlays, white instrumentation lighting and a leather strap on the tailgate.

Platinum trim level includes:

Volvo Premium Sound System with Dolby® Pro Logic® II Surround Sound,
12 premium speakers and 650 watts,
Navigation System with real time traffic
remote control
Map Care plus a rear park assist camera.

Premier Plus gets:

standard Sovereign hide soft leather seating surfaces,
red wood inlays
gearshift knob and Executive floor mats
a red wood steering wheel is available as an option

R-Design gets:

sport-tuned suspension and steering for an enhanced driving character
a unique R-Design grille,
leather seating surfaces with embossed R-Design logo on the front seats,
an R-Design steering wheel,
watch dial instruments and floor mats.

The engine

No changes have been made under the hood, as the American version continues with the same 3.2-liter in-line six-cylinder engine that delivers 240 HP and 236 lb.-ft. of torque.

This engine is equipped with Variable Cam Timing (VCT) and Cam Profile Switching (CPS) and comes mated to a six-speed "Geartronic" automatic transmission as standard.

Prices

XC90 3.2: $39,500
XC90 3.2 Premier Plus: $42,000
XC90 3.2 Platinum: $44,700
XC90 3.2 R-Design: $42,300
XC90 3.2 R-Design Premier Plus: $42,700
XC90 3.2 R-Design Platinum: $45,400

The competition

One of the Volvo XC90 competitors also updated recently is the Audi Q5. But next to significant exterior and interior changes, the German model is also offering a choice of three TDI and two TFSI engines with power ranging from 143 HP to 272 HP, so in here customers will have lots of versions to choose from. Its true though that the Q5 is a little bit more expensive, but who can compete with the German quality, no?

Improved appearance
New interior features
Cheaper compared to competition

Just one engine
This generation is getting too old

gallery:2013 Volvo XC90

2012 Citroen Numero 9

noreply@blogger.com (webmaster) — Mon, 16 Apr 2012 20:15:00 +0000

Citroen has announced the new Numero 9 concept - a new vehicle that will join the current DSline-up, including the DS3, DS4, and DS5. The Numero 9 previews the styling cues of the next three models in the line: a C-segment premium sedan, an SUV,nd a D-segment executive saloon.

The new Numero 9 is a plug-in full-hybrid vehicle that combines a 225 HP 1.6 liter petrol engine powering the front wheels with a lithium-ion powered electric motor that is positioned on the rear axle and adds another 70 HP. In pure electric mode, the new Numero 9 has a autonomy of 31 miles. It can sprint from 0 to 60 mph in just 5.4 seconds and hit a top speed of 152 mph.

Citroen will be unveiling their new Numero 9 concept at the end of April at the 2012 Beijing Motor Show.

Exterior and Interior

The Citroen Numero 9 is built on a three meter wheelbase and measures 4.9 meters in length and 1.94 meters in width. The concept features a shooting brake design and continues the heritage and sophistication of the DS line. Illustrating this design is a new front-end identity with a grille in 3D relief, flowing into the full-LED headlights, which end in daytime-running lights. The most impressive feature of the concept, however, is a new floating roof, underlined by a chrome trim with a discreet DS marking, and glazed side surfaces flowing into the rear window.

The Numero 9 is finished in black exterior paint with subtle hints of violet, baptised "Whisper." The concept sits on an impressive set of 21" wheels.

Other design features:

a rear spoiler reinforcing the fastback effect
windscreen pillars contributing to the air flow around the cabin
‘turbine’ wheels whose integrated fins increase the air flow around the wheel arches, thus reducing both turbulence and fuel consumption.

Engine

Citroen’s new Numero 9 Concept is a plug-in hybrid vehicle - like most of the concepts recently unveiled by the French company. It combines a 1.6 THP petrol engine developing 225 HP and 202 lb-ft of torque with an electric motor on the rear axle developing power of 70 bhp and 147 lb-ft of torque.

In pure electric mode, the concept has an autonomy of 31 miles and delivers an impressive fuel economy of 1.7 l /100 km and 39 g/km de CO2. It can sprint from 0 to 60 mph in just 5.4 seconds and can hit a top speed of 152 mph.

When can I buy one?

The new Citroen Numero 9 concept will be making its world debut at the end of April at the 2012 Beijing Motor Show. It previews a series of models that will be unveiled within the next year.

Great look
Impressive performance numbers
Introduces new design features

Just a concept

gallery:2012 Citroen Numero 9

2013 Aston Martin Vantage

noreply@blogger.com (webmaster) — Fri, 13 Apr 2012 11:43:00 +0000

The history of the Aston Martin Vantage began back in 2005 with the unveiling of the V8 version. Then in 2009, the model expanded with the addition of a V12 version. After a series of technological updates received in 2008, the model has now been revised once again. The updated Vantage will be displayed this year at the Geneva Motor Show next to the recently announced Zagato version.

Most changes have been made to the V8 version, while the V12 model continues unchanged. For the V8 model Aston Martin has replaced the optional six-speed Sportshift automated manual transmission with a new seven-speed Sportshift one. Also, a series of updates have been made to the car’s chassis and a new braking system has also been added.

As for the exterior and the interior updates, most changes have been inspired by the Vantage Sand N400 limited edition and make the car looking more aerodynamic and sportier.

UPDATE 03/23/2012: Aston Martin has unveiled the first promo video for their new V8 Vantage. "With its combination of sensational design, exquisite craftsmanship and phenomenal performance, agility and dynamism, the New 2012 V8 Vantage is the aspirational choice for the discerning driver." So, what do you think, is Aston Martin right?

Hit the jump to read more about the new Aston Martin Vantage.

The Exterior and the Interior

The exterior changes for the V8 Vantage have been inspired by the Vantage S and N400 limited edition and includes a new lower bumper with an aerodynamic splitter that incrludes larger air intake for a better cooling of the engine and front brakes. The rear has received a new diffuser and sculpted race-derived side sills.

The S version will be distinguished by carbon fiber elements and a motorsport-derived aerodynamic package. On the interior everything is wrapped in traditional hand-stitched leather upholstery with striking modern design and "S" badges to further identify the model.

Also, the S version will be offered with a new satellite navigation system developed in conjunction with Garmin and of course Bluetooth and cruise control.

The Engine

The base version is powered by a 4.7 liter V8 engine that delivers a total of 420 HP, while for the S version output has been increased to 430 HP at 7300rpm and 361lb ft of torque at 5000rpm. The base version will be offered with a standard six-speed manual transmission or an optional seven-speed Sportshift II - replacing the old six-speed Sportshift automated manual transmission. In the S version only the seven-speed Sportshift II gearbox is available.

This new transmission features an additional gear, closer ratios, lower final drive and a quicker, refined shift quality. It also provides faster and more precise shifts, optimizes acceleration and delivers a sporting driving experience.

The V8 version also received a few updates to the chassis. These changes include, a new steering column installation, re-valved power-steering pump and a quicker ratio of 15:1 compared to 17:1 on the previous model. Aston Martin is also offering a new braking system that features new 380mm two-piece ventilated cast-iron front discs and six piston callipers, but also includes Hill Start Assist (HSA) for more precise control on steep inclines.

As for the V12 version, it remains unchanged: under the hood there s a 6.0-liter V12 engine producing 510 HP, and 420 lb ft of torque. This amount of power is just enough to sprint the car from 0 to 60 mph in just 4.2 seconds and up to a top speed of 190 mph.

Pricing

In Germany, prices for the base version start at €108,500 ($142,000 at the current exchange rates), while the S version will go on sale at €128,500 ($170,000).

The Competition

If you want to look for a competitor for the new Aston Martin Vantage you don’t have to look very far. In fact, just earlier, Maserati announced the new GranTurismo Sport - a model powered by a 4.7-litre V8 engine with 460 HP under the hood. And this seems like too much for you when you should also take a look at the Audi R8 version, in both V8 or V10 versions. In its standard version, the R8 delivers a total of 424 HP, but this year Audi will bring an updated version that promises a total of 444 HP. And if you want more there is also the GT version with its 560 HP under the hood.

New transmission
Improved look
Better equipped

You can find more powerful competitors out there
No changes for the V12 version

gallery:2013 Aston Martin Vantage

2012 Infiniti LE

noreply@blogger.com (webmaster) — Sun, 08 Apr 2012 19:49:00 +0000

Infiniti unveiled the new LE Concept at the 2012 New York Auto Show. The concept was built as a luxury version of the already very successful Nissan Leaf and previews a production version that is expected to reach Infiniti showrooms in near-similar form within the next two years as Infiniti’s first zero emission luxury sedan.

The concept was designed as a luxury car rather than an electric vehicle. It features the usual Infiniti design cues, such as its double-arch grille and crescent-cut rear-pillar, and is about the same size as the Infiniti G Sedan. This was done to illustrate that just because it’s an electric car, doesn’t mean that it has to be small.

"In a future that holds an increasing consumption of natural resources, we will advance our sustainable mobility leadership and expand our EV market penetration with new electric vehicles such as the Infiniti LE Concept," said Nissan President and CEO Carlos Ghosn. "Infiniti is well positioned to deliver the objectives for a sustainable future, relying on our capable, hard-working and motivated team members around the world. We are a challenger."

Exterior

The new LE concept features design elements that we have already seen on concepts like the Infiniti Essence and the EMERG-E. These elements include a double-arch grille and crescent-cut rear-pillar, a strong shoulder line, high rear deck, rear aero diffuser, and aero side fin spoilers with integrated illumination.

At the front of the concept there is a large front grille with solid finisher and a charge port hidden under the illuminated center Infiniti emblem. The concept has also been equipped with LED headlights and taillights.

"The LE Concept exterior is shaped to maximize its aerodynamic efficiency, yet it doesn’t scream ‘electric vehicle.’ The design priorities are on visibility, hospitality and utility – and, of course, Infiniti-ness," said Poore. "The same can be said of the interior, which takes advantage of the low-noise drivetrain to provide the tranquil quietness of a living room, though one that offers far more exhilaration and mobility."

Interior

The interior of the Infiniti LE Concept features the company’s usual double-wave layout, which flows seamlessly from instrument panel to the center console and down the cabin sides. The entire car is highlighted by special soft LED Infiniti EV Blue lighting that flows in two waves from front to back. On the center cluster, there is an innovative connected twin display powered by an Intel Atom processor. The twin display will offer Infiniti LE drivers access to the kind of ride-oriented information needed by the driver.

The seats were inspired by the "Eriashi" (collar) of a Japanese kimono and are covered in a suede-and-mesh fabric with violet accents, and semi-aniline leather sides. The concept is fully loaded with elements such as the Infiniti Personal Assistant 24-hour concierge service, navigation, and POI search.

A unique feature in the Infiniti LE is that the batteries are placed under the compartment floor - a measure that was taken to increase interior space, provide a low vehicle center of gravity for enhanced handling, and maximize trunk room.

Electric Drivetrain

The Infiniti LE’s electric motor delivers a peak torque of 240 lb-ft that’s instantly available at all times. The electric system takes its power from laminated 24 kWh lithium-ion (Li-ion) design with a ChaDeMo DC50kW quick charger.

The LE was built on an e-platform with rigid-mounted battery frame and has been equipped with front independent strut/rear torsion beam suspension with double-piston shock absorbers.

"A luxury car for a new generation of sustainable luxury buyers must not compromise on performance. Buyers want ‘green,’ but won’t settle for any aspect of the driving experience being less than that of their current luxury vehicles," explained Poore. "For those who have never driven a modern EV, the immediate full-torque response when you step on the accelerator is amazing. It empowers you, without overpowering you – though the temptation is always there to leave drivers in the next lane behind."

When Can We Get One?

A production version of the LE concept is expected to be be unveiled within the next two years as Infiniti’s first zero emission luxury sedan.

Competition

There are plenty of electric vehicles to serve as viable competitors for the Infiniti LE, but the LE may be the first to combine an electric powertrain with an impressive level of luxury. The LE is a luxurious version of the Nissan Leaf - a model that shortly after its debut has become a very successful model.

Looks good
Impressive level of luxury
Blue lighted interior is aesthetically pleasing

Only a concept for now

gallery:2012 Infiniti LE

2013 Mercedes GL-Class

noreply@blogger.com (webmaster) — Fri, 06 Apr 2012 22:21:00 +0000

The Mercedes GL-Class entered production in 2006 and six years later, is still rolling around in its first generation. However, for 2013, Mercedes is launching a new generation of the SUV, with an improved exterior look and new, more fuel efficient engines. The new GL-Class made its world debut at the 2012 New York Auto Show and will go on sale in the U.S. in September 2012.

The new GL-Class has a more powerful and sporty appearance, thanks to its new upright radiator grille with a central star and new headlamps with LED technology. The daytime running lamps also feature LED technology and are integrated in a chrome insert in the bumper, while chrome insertions have been placed under the radiator grille.

The new GL-Class will be offered in three models: GL350 BlueTEC, GL450, and GL550. The base version is powered by a 240 HP V6, while the other two models are powered by V8 engines, with 362 HP and 429 HP.

UPDATE 04/05/2012: This review has been updated with the official details and images of the Mercedes GL-Class.

Exterior

The new Mercedes GL measures 5120 mm in length, 2141 mm in width, and 1850 mm in height. The SUV has received a new upright radiator grille with central star and new headlamps with LED lights. The daytime running lamps also feature LED technology and are integrated in a chrome insert in the bumper, and beneath the radiator grille the generously sized chrome-look underguard completes the self-confident appearance of the front end.

At the rear, the GL received two-piece LED tail lights that feature fiber optics, a large roof spoiler, and a bumper in a contemporary "wing design" with a generously chromed underguard. The GL-Class also features an extensive AMG Exterior Sports package which is being offered for the first time. This package adds AMG front and rear aprons, special wheel-arch flarings, and 53.3 cm (21-inch) AMG 5‑twin-spoke light-alloy wheels.

Interior

For the interior, Mercedes has added fine materials and lovingly crafted details, optimum ergonomics, and a generous amount of space. The model has received new trims in various wood and aluminum variants, silver chrome controls, and upholstery crafted in breathable ARTICO man-made leather.

The new GL-Class now offers more room for the occupants on all three rows of seats. It also features an EASY-ENTRY system on both sides – also available with electric operation on request – for access to the third row of seats.

Engine Line-up

For 2013, the GL-Class will be offered in three trim levels: GL350 BlueTEC, GL450, and GL550. The base GL350 is powered by an extensively re-engineered V6 engine that delivers a total of 240 HP and 455 lb-ft of torque - or an increase of 30 HP and 55 lb-ft over the outgoing model.

The GL450 features a twin-turbo direct-injection V8 motor that delivers a total of 362 HP and 406 lb-ft of torque, or 27 HP and 67 lb-ft more than its predecessor. For the GL550, the V8 engine delivers a total of 429 HP and 516 lb-ft of peak torque - an increase of 47 HP and 125 lb-ft of peak torque over the previous model.

The engines feature direct-injection and are paired with the new seven-speed automatic transmission.

Prices

The 2013 GL-Class goes on sale in the U.S. in September 2012. Prices will be announced at a later date.

Competition

The list of competitors for the GL-Class includes models like the Audi Q7 and the Land Rover LR4. The Q7 is preparing to enter its second generation for the 2013 model year. It will be lighter compared to the current model and will be offered with a new range of engines. The LR4 is powered by a 5.0-liter V8 engine that delivers a total of 375 bhp and 375 lbs/ft torque, which gives the LR4 a 0 to 60 mph time of 7.5 seconds.

Improved appearance
Better engines
Better equipped interior

No performance figures just yet

gallery:2013 Mercedes GL-Class

2013 Fisker Atlantic

noreply@blogger.com (webmaster) — Wed, 04 Apr 2012 18:44:00 +0000

One of the auto industry’s highly anticipated secrets is finally ready to break cover at the 2012New York Auto Show.

For the fine folks of Fisker, the debut of the Fisker Atlantic - ’twas once codenamed "Project Nina" - marks as a celebration in its own right, a culmination of years of hard work and dedication.

And now that it’s ready for its world premier, Fisker has come out with the first official details of the car, as well as photos that finally gives us a good look at what they’ve been working on all this time.

Judging by its looks, the Atlantic looks like a bigger version of the Karma, albeit with a more pronounced stance that’s typical of its sedan form. The unmistakable Karma grille is also present, which we’ve never been fans of from the beginning.

All in all, though, the Atlantic looks pretty neat and when matched with a hybrid powertrain should make for a model that would draw the interest of a lot of people.

Find out more about the Fisker Atlantic after the jump.

Exterior and Interior

There’s a lot to love about the design of the Fisker Atlantic, although there are also some parts of it that leave a lot to be desired. The overall body of the car is a definite eye-catcher, particularly Fisker’s manipulation of the sculptural lines and dynamic angles of their signature design language. As a car that was "inspired by nature," the sleek, coupe-like stance of the car exudes power and grace wrapped up in one package. The eagle-eye headlights also catch a drawing glance, as does the prototype glass roof, which is one of the highlighted design features of the car.

The rear door handles, which have been integrated in the rear C-pillars, also cast a sporting look to the car while the slim LED tail lamps were built and designed with the latest in technology, allowing them to split into two parts to offer a wider aperture for the trunk opening. Finally, the rear end of the car, thanks in part to the sharp spoiler lip on the trunk, is clean and aerodynamically suited for the car’s overall design.

As far as the things we don’t like about the Atlantic: the distinctive Fisker Karma grille that really looks like a mustache.

Performance

Just like it’s sister model, the Karma, the Fisker Atlantic is powered by a plug-in series hybrid featuring a BMW-farmed four-cylinder gas engine that acts as a generator of sorts and combined with lithium-ion batteries to deliver maximum economy and high torque levels, ensuring that the car will provide highly competitive performance numbers for a car in its class.

Most experts, us included, believe this engine is the 2.0-liter in the 328i sedan, which if it has the turbocharger would put it at 240 horsepower. The electric motor can go up to 30 miles on a single charge and the gasoline engine has a generator to help recharge the electric motor. It will also come in either two- or four-wheel drive.

Pricing

Considering that Henrik Fisker has pegged the car as a suitable competitor to the Audi A5 and the upper-echelon models of the BMW 3-Series, does it also mean that we’re going to expect a price of no higher than $50,000? If that’s the case, that’s a far departure from the Karma, which retails now for just under $100,000.

According to a Fisker representative, the Atlantic is going to be a mass-produced, worldwide released vehicle, unlike the limited and pricey Karma. Fisker says it plans to have upwards of 100,000 cars per year produced and will do so with or without the help of the Department of Energy, who cut its funding to Fisker in May 2011 after only accessing about two-fifths of the available DOE loan money.

Competition

Apparently, the Atlantic has its sights on being a stiff competitor to the A5 and the 3-Series. We’re not quite sure how the new Fisker sedan matches up against the two German vehicles because of powertrain differences, but Fisker executive chairman Henrik Fisker did mention that the Atlantic will be slotted in the range of the Audi and BMW models.

Having said that, the A5 does possess a new 3.0-liter supercharged V6 engine that produces 272 horsepower whereas the BMW 3-Series has a top-of-the-line 3.0 liter six-in-line unit that delivers a total of 306 horsepower. It’ll be very interesting to see how much power the Atlantic will have under its hood when Fisker reveals those numbers.

Overall design looks clean and distinguishable
Hybrid powertrain is a positive
Cheaper than the Karma

Pure performance may lack against the competition
Other choices available

gallery:2013 Fisker Atlantic

2013 BMW X1

noreply@blogger.com (webmaster) — Wed, 04 Apr 2012 18:41:00 +0000

Just like with the BMW X5 and X6, the smallest version in the X-Series - the X1 - will be also receiving an update version by the end of 2012. These will be the last changes for the X1 before BMW will be unveiled the new generation sometime in 2014-2015.

Also, just like with the recently announced X6, do not expect to see big changes. The facelift X1 will receive a midlife refresh that includes new designed bumpers at front and rear as well as new headlights. There will be no changes to the sheet metal and therefor the shape of the lights will not change, but only the graphics. There will some upgrades at the interior with improved materials and some of the latest technologies.

It is believed that some minor changes will also be made under the hood. Nothing big however, just the addition of a few extra HP and of course the improvement of the fuel economy.

UPDATE 03/18/2012: BMW will officially unveil the 2013 X1 next month at the 2012 New York Auto Show. The US market will only get the X1 xDrive28i, a version powered by the new N20 2.0 liter four-cylinder TwinPower turbocharged engine with 245 HP and 258 lb of torque. This engine can be mated to a 6-speed manual transmission or an 8-speed automatic transmission. The new X1 will go on sale on the U.S. market in September of 2012. (BMWBlog)

gallery:2013 BMW X1

2013 Acura RLX

noreply@blogger.com (webmaster) — Sun, 01 Apr 2012 20:25:00 +0000

Much like the Accord has been for sister company, Honda, the Acura RL has been the flagship sedan for the luxury automaker for what seems like forever. Acura has just made it official that the RL’s 16-year run at the top of its lineup will end in 2013, but its replacement will bear a similar name, RLX. In a press release, Acura announced that the RLX will make its anticipated debut on April 4th at 1:50 p.m. at the 2012 New York Auto Show.

As with most Honda Motor Co. releases, Acura has remained very quiet on this upcoming release, so the facts and specifications are not yet known. We do know that it will bear Acura’s new Sport Hybrid SH-AWD system, an electric four-wheel drive system similar to that of theNSX Concept. This new RLX will include an all-new V-6 engine, per Inside Line’s report. Acura claims that the Sport Hybrid SH-AWD system and V-6 engine will give the RLX V-8-like acceleration with a four-cylinder’s fuel efficiency.

Also reported is that the 2013 RLX will include a seven-speed transmission, which replaces the six-speed transmission on the 2012 RL. None of the aforementioned reports have been corroborated by Acura, so it remains just speculation. Don’t be surprised if the new RLX actually ends up being a slightly larger and redesigned version of its predecessor.

Regardless of speculation, the RLX is arriving in a crowded market that is overflowing with redesigned and restyled vehicles. Its main competition will come from the 2013 Lexus ES and the new 2013 Toyota yet-to-be-revealed sedan, both of which we will learn more about at the N.Y. Auto Show.

Images are of the 2012 Acura RL.

New Acura Flagship to Debut at the New York International Auto Show TORRANCE, Calif. - 3/28/2012

Announced today, Acura’s new flagship sedan will make its world debut at the New York International Auto Show. Employing an array of new Acura technologies, including the Sport Hybrid SH-AWD system, the concept vehicle will deliver an entirely new level of performance, sophistication and comfort.

Tetsuo Iwamura, president and CEO of American Honda Motor Co., will introduce the concept vehicle at a press conference held on April 4, 2012 at 1:50 PM (EST) in the Acura booth. The press conference will be webcast live on www.acuranews.com. Press materials will be posted at www.acuranews.com immediately following the press conference.

2013 Subaru XV Crosstrek

noreply@blogger.com (webmaster) — Wed, 28 Mar 2012 20:52:00 +0000

Subaru has always made good use of this market and has a nice following of customers. Lately, though, it seems like Subaru is really attempting to gain an edge in new markets. First, it releases the BRZ, the Japanese automaker’s first true sports car since the SVX thankfully vanished in 1997, and now it is prepared to unveil the 2013 XV Crosstek, a compact crossover SUV, at the 2012 New York Auto Show starting April 4th.

Subaru is not shy in releasing some details about this long overdue SUV, as it has released images and basic specifications prior to its debut. The 2013 XV Crosstrek, which also falls in the crossover market, will bear styling similar to the 2013 Ford Escape, 2012 Honda CR-V, and the 2012 Hyundai Tucson – all of which will be direct competitors with the XV Crosstrek.

Driving Forces

Staying true to its crossover classification, the XV Crosstrek is based on the existing Subaru Impreza platform, meaning this SUV is only bearing a new body and the drivetrain is time-tested. Like its Imprezadonor, this 2013 Subaru crossover SUV will bear a 148-horsepower, 2.0-liter H-4 engine. It’ll also share the Impreza’s all-wheel-drive system and transmission options, a five-speed manual or Lineratronic CVT. Boasting a Subaru-estimated 25 mpg city rating and a 33 mpg highway rating puts it over the anticipated highway mpg of the 2013 Escape, yet 3 mpg lower than its city mpg.

Off of the Beaten Path

2013 XV Crosstrek

Well, it’s a Subaru, so off-road performance is just implied, but we’ll get into it anyways. Boasting 8.7 inches of ground clearance gives the XV Crosstrek plenty of room to get over that rough terrain. This is a full 1.8 inches more than the 2012 Chevy Equinox, 1.5 inches more than the 2012 Chevy Traverse, and even 0.3 inches more than the 2012 Ford Escape. Combining ground clearance and its all-wheel-drive system, the XV Crosstrek is one crossover SUV that can handle it all.

Keeping it Safe

2013 XV Crosstrek

Airbags are aplenty in the 2013 XV Crosstrek. Here we go, it has a driver’s knee airbag, front side pelvis and torso airbags, curtain airbags, along with the federally required driver’s and passenger’s front airbags. A cool thing on the passenger’s front airbag is that has a groove in the center to help avoid facial injury during an accident.

This crossover SUV also features Subaru’ stability and traction control system, which is dubbed Vehicle Dynamics Control. Also standard on the 2013 XV Crosstrek is four-wheel antilock brakes. For our power blocking readers out there, you can forget about it in this crossover, as Subaru fitted it with a system that cuts engine power if you press the gas and brake at the same time. Of course, who plans on power blocking a crossover SUV?

It’s What’s Inside That Counts

The 2013 Crosstrek has no problem with rear passenger, as it has 35.4 inches of rear legroom. The rear seat is a 60/40 split, so you can fold down one side of the rear seat and still accommodate a passenger. In addition, the rear seats fold all the way to the floor, creating 52.4 cubic-feet of flat cargo room. In the rear cargo hull, you have a cargo cover to keep your valuables out of sight. If you go splashing around in the water somewhere, no worries, just toss your wet cloths and gear into the removable waterproof tray in the rear of the Crosstrek. Lastly, there are loads of tie-down hook in its cargo area, so you can secure larger loads.

Gadgets and Gizmos

The 2013 XV Crosstrek will come in only two trim levels: Premium, which is the base model, and Limited. Let’s start with the standard stuff. The Crosstrek’s steering wheel, which includes audio and Bluetooth controls, tilts and telescopes to provide a perfect position. As expected of any 2013 car, it features standard power door locks, windows, and mirrors. It also comes standard with a multi-function display that displays your fuel economy, a security system with immobilizer, outdoor temperature gauge, and floor mats – an often forgotten feature.

Moving onto the Limited model, which comes standard with the Lineartronic CVT, it also tosses in leather trim on the upholstery, steering wheel and shifter. In addition, it has automatic climate control and automatic headlights. Lastly, the Limited model also has a rearview camera with a 4.3-inch display.

The “All-Weather Package” is standard on the Limited model, but optional on Premium models. This package includes heated seats and mirrors, along with a windshield de-icer.

Options, Options

With the long list of standard features, you can guess that the optional feature list would be rather short. This list includes an optional moonroof and an optional navigation system. This navi system takes the place of the standard radio and features a 6.1-inch LCD screen, which acts as the rearview camera’s screen. You can boss around the navigation system, as it features voice control. It also features iPod tagging, hands-free text messaging, SiriusXM radio, and an SD card slot for updating the maps.

Audio

Last but not least, let’s have a look at the XV Crosstrek’s standard stereo format. It features six speakers and Bluetooth connectivity. It can also control your iPod, accept a USB device and the ultra-low-tech 3.5 mm auxiliary jack – another often overlooked feature that Subaru remembered.

Conclusion

Pricing has yet to be released, but with the compact SUV/crossover SUV segment becoming more congested every year, the XV needs to come in at a fair price $22,000 to $26,000 to be competitive. There will be much more info to provide as the New York Auto Show draws in closer and we will add more details as they are released. One thing Subaru has to ask itself is can the XV Crosstrek and the existing Forester coexist on the same showroom floor in the 2013 model year? Strange move, Subaru.

2013 XV Crosstrek

Long list of standard features
Class-leading ground clearance
Great fuel economy

Plenty of competition
Forget power-blocking

gallery:2013 Subaru XV Crosstrek

Kobe Bryant Scores A Ferrari 458 Italia For $329,000 wow!!

noreply@blogger.com (webmaster) — Wed, 28 Mar 2012 20:44:00 +0000

For "normal" folks like us, making a six-figure purchase is tantamount to being kicked out of the house and forced to sleep on the curb. But for people like professional basketball player, Kobe Bean Bryant, $329,000 is pretty much chump change.

Sure, his recent divorce cost him half his fortune, but Kobe’s still got plenty of Benjamins coming his way, which makes his recent purchase of a 2012 Ferrari 458 Italia not much of a big deal to the Mamba. He paid for it full, too, with a check, which pretty much tells you that this is like buying groceries for this guy.

The price Kobe paid for his 458 Italia is about $100,000 more than the MSRP price of the Italian supercar, which leads to speculation - at least from our end - that he probably tricked out his new toy with plenty of additional options.

Either that or Kobe just got hosed for 100 grand by the dude who sold him the car.

In deference to the man, we’d prefer to believe the former since Kobe has never been shy about his growing fleet of exotics, particularly those with Italian heritage to it.

After all, he did grow up in Italy.

gallery:2010 Ferrari 458 Italia

DRIVE MAGAZINE - MONTE-CARLO - Autumn 2011

noreply@blogger.com (webmaster) — Wed, 26 Oct 2011 14:36:00 +0000

2011 Ford Fusion

noreply@blogger.com (webmaster) — Wed, 26 Oct 2011 14:27:00 +0000

2011 Ford Fusion Hybrid Review

in the world of popular mid-size sedans, the 2011 Ford Fusion Hybrid claims to be the current fuel-efficiency champ. Whether that claim is sustained or not (and it won’t, when the 2012 Camry Hybrid will arrive), the Fusion Hybrid is tremendously pleasing to drive and remarkably quiet, yet it’s up against some pretty fierce competition such as the Toyota Camry, Kia Optima and Hyundai Sonata to name but a few.

In the world of popular mid-size sedans, the 2011 Ford Fusion Hybrid claims to be the current fuel-efficiency champ. (Photo: Rob Rpthwell/Auto123.com)

Advanced hybrid technology
Hybrid technology has advanced remarkably well over the last decade. The early versions were somewhat crude in operation and didn’t achieve anywhere near the efficiency of today’s setups. Ford’s Fusion Hybrid is a good example of where this technology has gone as of late.

The Fusion’s full-hybrid system enables the vehicle to operate exclusively on electric power more frequently and for longer durations. And the system functions far more seamlessly than before, enabling near-invisible transitions between power sources.

The advancements are no better illustrated than in the Fusion’s ability to crest 75 km/h using only electric power, and to maintain that speed – albeit on flat roads – for much greater distances than previously attainable in hybrid vehicles. Thanks to the liberal use of electrical propulsion, the Fusion Hybrid can squeeze 1,125 km of city-based driving out of a single tank of regular fuel – this according to Ford.

Ford’s economy figures for the 2011 Fusion Hybrid shake out this way: 4.6 L/100km for city driving and 5.4 L/100km when highway cruising. My combination of city and highway meandering netted me an average return that ranged between 5.5 to 6.1 L/100km.

Although slightly greater than the posted data, I was impressed with this “real world” result. I’m not anal about maximizing economy like some hybrid zealots, so for me the numbers were pleasing indeed, especially given the comfort that this mid-size sedan brings to its occupants.

For those that like small inducements to encourage economical driving habits, the Fusion Hybrid is equipped with a tutorial mode built into the instrument panel, the basis of which is an LCD screen that depicts the growth of green leaves on simulated plants. Drive frugally and the leaves propagate while wasteful driving habits claim them.

The Fusion Hybrid is equipped with a tutorial mode built into the instrument panel, the basis of which is an LCD screen that depicts the growth of green leaves on simulated plants. Drive frugally and the leaves propagate while wasteful driving habits claim them. (Photo: Rob Rpthwell/Auto123.com)

Comfortable seating but reduced practicality
My chief complaint against the Fusion Hybrid is its fixed rear seatback and reduced trunk volume. The issue here pertains to battery placement.

The sophisticated battery pack that serves as the heart of the hybrid system has to live somewhere, and unfortunately in the Fusion it lives behind the rear seatback, thus eliminating the convenience of expanding the trunk by dropping the seatback. There isn’t even a ski pass-thru for long narrow items.

My chief complaint against the Fusion Hybrid is its fixed rear seatback and reduced trunk volume. The issue here pertains to battery placement. (Photo: Rob Rpthwell/Auto123.com)

This is what happens when a vehicle that wasn’t originally engineered as a hybrid is adapted for the purpose. I’m sure that Ford wouldn’t set about placing the battery pack in the same location if they were to design a new hybrid automobile from the ground up.

Until that happens, don’t expect to place bicycles, skis, construction products or other bulky items into the trunk of the Fusion Hybrid, despite them fitting into the trunk of the conventional Fusion with its fold-down rear seat.

Fusion Hybrid on the road
While the Fusion Hybrid may not excel at moving cargo, it does so at moving people. Although it can carry five adults, four would be the maximum in minimizing inadvertent groping. Once in place, all four will find sufficient head and legroom.

More so than cabin comfort, I found the highly refined, near silent operation of my tester to be the true delight of the Fusion Hybrid. This is a remarkably quiet, civilized vehicle that rivals its more expensive cousin, the Lincoln MKZ Hybrid.

Like its cousin, the Fusion Hybrid delivers a supple, absorbent ride that is a treat to live with. While the Fusion isn’t as luxurious and opulent as the MKZ Hybrid, it benefits greatly from many of the attributes that makes the Lincoln so desirable.

It would seem that the 2.5-litre, Atkinson-cycle I4 engine is a little more audibly pronounced in the Fusion than in the Lincoln when under hard acceleration. It’s only when being pushed, though, that the sophisticated mill pipes up as it partners with electrical propulsion to produce a combined 191 horsepower.

As with the conventional Fusion, power is delivered to the front wheels. Unlike the conventional Fusion, the brakes on the Hybrid version provide regenerative charging in addition to braking. This added role can impart hypersensitivity when speeds are low. It takes some acclimating before the dual-role binders begin to feel natural and predictably progressive.

It would seem that the 2.5-litre, Atkinson-cycle I4 engine is a little more audibly pronounced in the Fusion than in the Lincoln when under hard acceleration. (Photo: Rob Rpthwell/Auto123.com)
Wrapping the Fusion Hybrid
I’m impressed with Ford’s foray into the mid-size sedan hybrid market. They’ve developed a car that’s highly fuel-efficient and notably refined. A further point to consider, though, includes price. My tester was stickered at $39,579, and I thought that was a little steep.

Granted, the vehicle was equipped with navigation, upgraded audio and a moonroof, which kicked up the base sticker of $34,199 considerably. With less expensive mid-size sedan hybrids coming online, Ford may have some pencil sharpening to do. And on that note, at the time of writing, Ford is offering some interesting rebates, undoubtedly lowering the price of the Fusion Hybrid.

Saving money on the purchase and on fuel is win-win.

The 2011 Fusion Hybrid is a car that’s highly fuel-efficient and notably refined. (Photo: Rob Rpthwell/Auto123.com)

2012 Mercedes-Benz M-Class

noreply@blogger.com (webmaster) — Tue, 25 Oct 2011 16:16:00 +0000

2012 Mercedes-Benz M-Class First Impressions

Introduced in 1997, the first Mercedes-Benz M-Class was one of the first mid-size luxury SUVs on the market, a segment that has grown substantially since then and has become very competitive.

The new M-Class is still built in Alabama. (Photo: Michel Deslauriers/Auto123.com)

There’s nothing wrong with the current ML. However, rivals like the Acura MDX, BMW X5, Lexus RX and Porsche Cayenne are raising the bar every time a new generation comes around. Has Mercedes succeeded in improving on an already excellent product? Definitely.

What’s plain and simple: the new ML, still built in Alabama, is an extremely comfortable and competent SUV, just like the old one. The suspension is not as firm as in the X5, even when the optional Active Damping System (ADS) is set to the Sport mode. This results in a ride that tackles many types of road surfaces without disrupting the cabin’s serenity. The ML 350 BlueTEC 4MATIC we drove was the perfect companion for the 5-hour road trip that Mercedes organized for us.

Although the steering is light and precise, it would benefit from a quicker ratio; while it’s fine for normal driving, I found that it required a little too much rowing in the twisty, high-speed portions of our mountainside trek. Still, for the ML’s purpose and character, it’s more of a wish than a complaint.

After the 5-hour drive aboard the BlueTEC version, I jumped into a gas-powered ML 350 and hit the trails. Even without the optional AIRMATIC suspension (bundled with the aforementioned ADS), the ML performed admirably through the off-road route and on the 20-mile stretch of twisty gravel roads. Getting to the summer cottage in the boonies should be a cinch in the M-Class, and Mercedes will even add an off-road package sometime in 2012.

While I did sample both gas and diesel variants of the ML, the BlueTEC is the one I’d choose. The new 3.5-litre gas V6, which develops 302 horsepower and 273 lb-ft of torque, does feel racier as engine revs rise and drop more quickly.

The 3.0-litre turbodiesel V6, on the other hand, serves up 240 horsepower and 455 lb-ft of twist from just 1,600 rpm. Still using the AdBlue additive that reduces NOx emissions, it rounds up 30 more ponies and 55 more lb-ft than in the 2011 ML 350 BlueTEC model.

Both engines are paired with an improved 7-speed automatic with manual mode. Called 7G-TRONIC PLUS, it uses a new type of low-viscosity fluid—coloured blue instead of the usual red—and contributes to better fuel economy as well as a quieter operation.

Mercedes claims a fuel economy improvement of 10% with the gas V6 over its predecessor, while the 2012 BlueTEC engine is said to consume less than the old diesel. More power and less fuel? We like that.

The 3.0-litre turbodiesel V6 serves up 240 horsepower and 455 lb-ft of torque. (Photo: Michel Deslauriers/Auto123.com)

What’s amazing about the BlueTEC V6 is how smoothly it operates; quiet and refined, the average occupant might not guess it’s a diesel. And all that low-rpm torque makes for quick getaways. At the conclusion of our road trip, my driving partner and I achieved an average of 9.2 L/100 km. That’s pretty good for a 4,800-lb truck driven by two autojournos.

And when you choose the diesel version of the M-Class, you also get impressive towing capacity; Mercedes claims the BlueTEC can pull up to 7,716 lbs (or 3,500 kilograms).

The new ML is slightly longer, wider and lower than the outgoing model. Inside, though, you don’t really feel any gain in space. In fact, cargo space is reduced; with the rear seat in place, volume drops from 833 litres to 690. With the rear seats folded away, which is easily performed with one hand, total space amounts to 2,010 litres.

You get the usual standard features and trimmings, such as ARTICO artificial leather upholstery, several wood trim choices, a power sunroof, a power-adjustable steering column, front and rear park sonar and dual-zone climate control. Great news for those who were always irritated by the awkwardly-located turn signal lever; it has traded places with the cruise control stalk, and all redesigned Mercedes models will follow suit.

However, the Canadian-market M-Class will differ slightly from the US versions. The most significant element is the standard-equipment AMG styling package; it includes more-aggressive front and rear bumpers as well as sportier, body-coloured rocker panels. We drove the US-spec version, and on a personal note, the black lower-body trim spoils the otherwise smart and elegant look of the ML. Hooray for the AMG visual add-ons.

Canadian-spec versions also get standard heated front seats, a heated steering wheel, rear-seat airbags and 19-inch, twin-spoke alloy wheels.

As in usual Mercedes fashion, a bunch of option packages can be fitted to the ML as well. The Canadian division of the German brand expects a 90% take rate on the Premium Package, which consists of a power panoramic sunroof, the COMAND multimedia system with navigation, a rear view camera, a Harman/Kardon LOGIC7 surround sound system with iPod integration and USB port, heated rear seats, a fast-acting power tailgate and an intelligent key system.

A Sport Package (AIRMATIC and ADS suspension, 20-inch AMG wheels), a Leather Package (upholstery and ARTICO stitched dashboard trim), a Driver Assistance Package (active blind-spot monitor, active lane-keeping assist, adaptive cruise control) and other goodies such as a wood-trimmed wheel, ventilated front seats, running boards and rear-seat DVD are available as well.

The new M-Class will be on sale in September. (Photo: Michel Deslauriers/Auto123.com)

By the way, here’s what we won’t get, at least for now: in Europe, there will be an ML 250 BlueTEC powered by a 204-horsepower, 2.2-litre turbodiesel four, and a start/stop system is included on all models. The latter would’ve been nice.

Both the 2012 ML 350 BlueTEC 4MATIC and ML 350 4MATIC will be on sale in Canada this coming September. As for the other versions, an ML 550 4MATIC will appear in the first quarter of 2012, and the ML 63 AMG will also turn up sometime next year. Pricing has not yet been finalized for Canada, but expect MSRPs within a few hundred dollars of the 2011 editions. Mercedes-Benz Canada expects 80% of its M-Class sales to favour the BlueTEC edition.

So, how good is this new M-Class? It’s very good, but so was the old one. While the differences in ride quality and overall appearance may be minor, the 2012 version piles on even more refinement and more safety features, offers a quieter driving experience, is more powerful and consumes less fuel. All that should keep the ML in the game for the next few years.

2011 BMW ALPINA B7

noreply@blogger.com (webmaster) — Tue, 25 Oct 2011 16:06:00 +0000

2011 BMW ALPINA B7 Review

Should you ever want to prove how big a car-nut you are, all you'd have to do is correctly identify the car in the picture gallery as an ALPINA. If your goal is to firmly impress your entourage with your vehicular knowledge, you could add that ALPINA began as a company building typewriters in southern Germany before it moved on to become a BMW tuner.

According to ALPINA, the spoilers reduce lift by 30% up front and by 15% in the rear. (Photo: Sébastien D'Amour/Auto123.com)

As with most high-brow tuners, ALPINA made its name by modifying BMWs for racing purposes in the late '60s. From then on, ALPINA has become its own car manufacturer concentrated on making excellent BMWs even better.

By the way, if there's a car enthusiast in your entourage, he or she will not be as impressed with your knowledge of low-volume car brands, as the signature 20-spoke wheels and “ALPINA Blue” patented metallic paint colour are tell-tale signs of an exclusive ALPINA car.

Heck, the parking attended at the Rogers Cup tennis event immediately recognized the car as an ALPINA and directed me to a secluded portion of the lot, noting that no harm would come to the car in that area. As I walked out of the lot, I noticed many Mercedes S-Class', Audi A8s and regular 7-Series BMWs amongst the “normies” in the rest of the lot.

This is only one part of what the ALPINA B7 delivers. The reality is that the B7 stands out from the large luxury car crowd even if those near the car don't know that a Premier Tuner has had its way with the 7-Series. They simply know it's special.

For this reason alone, If I was in the market for full-size prestige vehicle, I'd spring for the B7. Admittedly, I'd swing by a Mercedes dealer and spend much time deliberating over it and an S 63 AMG. The B7 would likely prevail.

Other than the stunning first impressions made by the 21” wheels, it's the ALPINA aerodynamic body kit that catches the eye. Look good this getup does, but it's actually quite functional as well. According to ALPINA, the spoilers reduce lift by 30% up front and by 15% in the rear. Nice.

The signature 20-spoke wheels and “ALPINA Blue” patented metallic paint colour are tell-tale signs of an exclusive ALPINA car. (Photo: Sébastien D'Amour/Auto123.com)

Although the exterior changes are subtle, but still obvious, the cabin's are equally subtle but far less obvious. This is by no means a negative point. As a starting point, the BMW 750i xDrive is as sumptuous and luxurious as they get. You would be forgiven for not noticing the exclusive-to-this-car Myrtle Burl wood or Piano Black interior trim. If you missed the Lavalina hand-stitched leather ALPINA-logo emblazoned steering wheel or ALPINA-blue illuminated door sills, you may need to get your eyes checked.

Novel as this may be, it's BMW's sophisticated iDrive and ginormous 10.25” screen that deserve even more attention. (Photo: Sébastien D'Amour/Auto123.com)

Even if you are oblivious to these enhancements, it matters little in the end. The active and ventilated front seats will have you begging ALPINA and BMW to make a set for your living room or study such is the comfort provided. Facing you are gauges and switchgear of the finest craftsmanship, and of the utmost quality. The rear deluxe bench is fit for a king, however, it's up front you want to be.

Seeing as this is, after all, a 7-Series BMW, it is chock-full of electronic witchcraft and wizardry. One of my personal faves is the soft-close doors; no longer is it necessary to slam the door, as each one is motorized and will shut itself completely after having been nudged against the mechanism. Novel as this may be, it's BMW's sophisticated iDrive and ginormous 10.25” screen that deserve even more attention. As the focal point of the interior, it controls everything smartly. There's much more, but let's get to the heart of the ALPINA: BMW's aluminum 4.4-litre TwinPower Turbo V8.

As you would expect, especially from a tuner awash in racing heritage, the B7's got muscle and lots of it. In the normal 750i, the TP-T V8 lashes out 400 hp. Been there, done that. With the twist of a wrench and the stroke of a key, ALPINA has managed to extrapolate 25% more power out of this engine. Yes, that's 500 hp. But don't be surprised, as this engine serves as the base for the M5's 560-hp beast. Gotta love V8s with turbo!

Obviously, that's but half the story. The other comes in the form of 516 lb.-ft of torque. I noted in my 650i Cab review that its power was capable of manhandling the earth's crust and that the M5/M6 will change the direction of our planet's rotation. The ALPINA slots itself somewhere in the middle. Essentially, it'll move mountains, but in such a polite and polished manner that you may not even notice the Florida-size shadow you're casting at 270 km/h... I know, the analogy is a little strained, but picture it in your mind for a moment.

The 2,200+ kg luxury liner will hit the tonne in roughly 4.8 seconds without drama. (Photo: Sébastien D'Amour/Auto123.com)

Thanks to BMW's brilliant xDrive AWD system, the 2,200+ kg luxury liner will hit the tonne in roughly 4.8 seconds without drama. The 6-speed autobox glides from cog to cog just like a ballerina going through a series of dynamic, yet nearly seamless, pirouettes. Yes, another one...

Here then lies the only issue I can find with the 2011 BMW ALPINA B7: Because production of these cars began in early 2010, the B7 features a 6-speed transmission instead of the 8-speed currently offered in the 2011 750i. This isn't really an issue, but I had to find something, right?

On the subject of “problems,” there's also the price. It's more like my problem. A 750i xDrive retails for $108,600; then you'll need to add an extra $43,400 for the ALPINA package. $152,000 is a hefty sum; but then larger, far larger, sums are spent on regular out-of-the-box cars.

It all becomes nearly irrelevant when on the road. The B7, like the 650i, can be limo-smooth or in the right mode or mood as close to an M7 (if there was such a car) as it could ever be. Steering is sufficiently sharp and the brakes are massively powerful. The slightest tap on the throttle sends all your worries out the handsome set of tailpipes and never will you regret parking your car anywhere as it will most likely be the only one of its kind.

This car is something extra special.

A 750i xDrive retails for $108,600; then you'll need to add an extra $43,400 for the ALPINA package. (Photo: Sébastien D'Amour/Auto123.com)

2011 Lexus CT

noreply@blogger.com (webmaster) — Tue, 25 Oct 2011 15:59:00 +0000

2011 Lexus CT 200h Review

Summary Rating:

Complete Rating

Styling (82%)
Accessories (76%)
Space and Access(78%)
Comfort (82%)

Performance (80%)
Driving Dynamics (80%)
Safety (80%)
General Appreciation(80%)

I feel like I've had a bit of an epiphany of sorts.

No, it wasn't a matter of rediscovering God or even myself; I didn't stumble upon a hidden talent or realize my life path wasn't the right one; in fact, nothing really changed – save for my driving style over the course of a week. (Insert collective gasp here.)

Sure, it's a hatch, but it's a sporty, modern-looking hatch that's angular and choppy in all the right places. (Photo: Sébastien D'Amour/Auto123.com)

When I first heard I was going to get behind the wheel of the new hybrid Lexus, I admit I rolled my eyes just a little. Before I knew anything about the car, I'd already passed judgement based on previous hybrid experiences (which had been less than favourable). However, as I did a bit more research and started to look at pictures and even spot a few on the road, I got a bit more excited. And here's why:

Lexus seems to have taken the hybrid vehicle up a notch. They've entered a new level of efficient and cool, and if hybrids continue in that direction then maybe it really will all be OK. Maybe.

Here's the deal: Hybrids are a fabulous idea, when they work well. The idea of a gas- and battery-powered vehicle is obviously quite ingenious. Save the planet and your cash; really, what more could you ask for? However, often the execution of said vehicles is less than stellar and far from perfect. Slopping transmissions, rough gas-to-battery-to-gas transitions, and limited (near-useless) EV modes usually make it impossible to buy into the hybrid trend.

And then the Lexus CT 200h came along and it all changed – for me.

First off, let's take a look at the CT's fab exterior design. Sure, it's a hatch, but it's a sporty, modern-looking hatch that's angular and choppy in all the right places. It also was not an obnoxious pastel blue or green colour because of its hybrid breeding. The deep crimson red, chrome-lined windows and deep-blue-tinted Lexus symbol (only seen on their hybrid vehicles) enhanced the car's sporty look – something that's relatively unheard of for a hybrid design.

Sleek headlights on top of a chunky front bumper outfitted with fog lights give the CT 200h great presence on the road, as does the shelf-like rear, subtle roof-mounted spoiler and designer-esque linear taillights. Really, it's just an overall good-looking car.

The deep crimson red, chrome-lined windows and deep-blue-tinted Lexus symbol enhanced the car's sporty look – something that's relatively unheard of for a hybrid design. (Photo: Sébastien D'Amour/Auto123.com)

Sit down inside the Lexus CT 200h (on possibly the most comfortable seats, ever) and you'll be pleasantly surprised. As the first luxury compact hybrid, Lexus made it a point to make the CT 200h cabin as inviting as possible – and it worked. For a smaller car, the interior cabin of the CT is pleasantly roomy. Two, three, four or five adults can sit comfortably in this Lexus.

As the first luxury compact hybrid, Lexus made it a point to make the CT 200h cabin as inviting as possible. (Photo: Sébastien D'Amour/Auto123.com)

And I can proudly say this hatchback passed the Costco test. I managed to fit a 5 cu.-ft stand-up freezer (packaged) in the back, despite the 14.3 cu.-ft (or 405-litre) cargo space in the rear due to the battery location. I was sufficiently impressed.

Slick and modern, the middle stack features a mountain-climbing-tool-like shifter that's a little hard to get used to at first, with its spring-back motion and “B” gear (for faster battery regeneration to be selected while on steep declines and under severe braking) and a stereo and climate system that seem to have switched places. The location of the radio would have been fine, had the knobs for the volume and track changes been a bit larger. I felt a bit ginormous trying to grip them and select one station back or forth. It took some serious precision.

The coolest part of the centre stack, though, is most definitely the Selectable Driving Modes knob. What this does is allow you to drive in Eco, Normal, Sport or full EV Mode. Basically, what this nifty little knob allows is control over the 1.8L 4-cylinder as well as the nickel-metal hybrid battery in a fantastic way.

In Eco Mode, the car is refined and controlled, keeping you in the best fuel-saving range as often as possible, switching to electric when it can (slower speeds, when the car is stopped). In this mode, your dash will display a neat Charge/Eco/Power band that will let you monitor how your throttle play is affecting the CT 200h's efficiency. Snap the knob all the way over to the right to Sport and your dash will take on a red tint and your eco band becomes a tachometer.

And here's where my epiphany first began with the Lexus. When you select Sport mode, you can feel the difference. The steering becomes more direct, there's better throttle response, and the onboard stability and traction control systems become far less intrusive so you can have a little fun on the road without a nanny. Oh, and the battery output increases from 500V to 650V so you've got a bit more zip too.

Your dash will display a neat Charge/Eco/Power band that will let you monitor how your throttle play is affecting the CT 200h's efficiency. (Photo: Sébastien D'Amour/Auto123.com)

Despite popping it into Sport mode on multiple occasions, I still managed to see a 5.5 L/100km fuel reading by the end of the week driving both in the city and on the highway. Pick your jaw up off the ground and listen up to the reason why.

The 134-hp, CVT Lexus CT 200h was so easy to drive in EV mode. Never have I been in a hybrid in which I used the full-electric mode so often. In traffic, on the streets surrounding my home, in parking lots; I pushed that EV mode button as often as I could.

And why? Because it worked up to 40 km/h and I could actually accelerate without it turning off. I didn't have to crawl everywhere. Oh, and the gas to electric transitions? Virtually flawless. No jerks, no stutters, just a seamless switch. I was able to drive it like a normal car.

The 134-hp, CVT Lexus CT 200h was so easy to drive in EV mode. (Photo: Sébastien D'Amour/Auto123.com)

A hybrid that drives like a planet-killing, gas-burning vehicle. And so the heavens opened up and the angels sang...

Well, not really, but I was definitely impressed and immediately knew I liked this hybrid – a massive statement for me.

Add to the smooth hybrid drive the fact that this luxury compact comes equipped with four disc brakes on 16” alloy wheels, leather-trimmed seats and steering wheel, Bluetooth, all the audio options you'd hope for as well as optional Remote Touch coupled with an in-dash LCD screen, all starting at just over $30,000, and the Lexus becomes that much more appealing.

It's not just that the Lexus CT 200h is a “luxury” hybrid that makes it a good one, it's that the technology has finally reached a drivable level (in my humble opinion) that this hybrid shines above the others. Kudos to Lexus for officially making me a convert.

There, I admitted it.

2011 Ford Taurus

noreply@blogger.com (webmaster) — Tue, 25 Oct 2011 15:40:00 +0000

2011 Ford Taurus SHO Driving Impressions

2011 Ford Taurus SHO

Test Vehicle:

2011 Ford Taurus SHO

Sticker Price:

Base $37,700
As Tested $44,440

Why We Drove It:

Any car that has an acronym for Super High Output in the model name is at the top of our to-drive list. The timing allowed us to see how well the all-wheel-drive system handled winter driving conditions.

The Vehix View:

Most high-performance cars are a handful on snow and ice. Not so with the 365 horsepower Taurus SHO. All-wheel-drive and AdvanceTrac electronic stability control make it a very competent in winter conditions.

What We Drove

2011 Ford Taurus SHO

Why We Drove It

SHO stands for Super High Output and that is enough reason to drive this2011 Taurus (view photos). The Ford Taurus SHO is a stealth performance car packaged in a mainstream family sedan with subtle styling clues. We did a complete review of a 2010 SHO last year, but this time we drove the SHO in the dead of winter with road conditions ranging from snow covered, slushy, ponding water from heavy rain, to dry but salt coated. The less than ideal footing allowed Ford’s big performance sedan to show another talent. The latest generation Taurus SHO comes standard with all-wheel-drive and Ford’s AdvanceTrac electronic stability control. This is one performance car that doesn’t need to stay in the garage when conditions aren’t warm and dry.

2011 Ford Taurus SHO Driving Impressions

The twin turbocharged 3.5-liter EcoBoost V6 produces 365 horsepower at 5,500 rpm and 350 lb-ft of torque between 1,500 and 5,250 rpm. That sounds like a handful in a sedan on snowy roads. Yet with all-wheel-drive and traction control, we found that when driven with a reasonably light touch on the accelerator, the SHO was a foul-weather friend. It goes where it is pointed and the traction control works as promised. The AWD system inspires confidence and makes the SHO reassuring to drive.

With 102 more horsepower and 101 more pound-feet of torque than the 3.5-liter V6 that comes in other Taurus models, the EcoBoost SHO engine is impressive yet very controllable. The twin turbo design allowed Ford engineers to provide boost at both low and high rpm. As noted, the torque peaks at just 1,500 rpm and continues all the way up to 5,250 rpm. That’s important because the Taurus SHO is a big, heavy car. It tips the scales at 4,361 pounds. Still, the SHO has serious power and traction; it will sprint from 0-60 mph in just 5.2 seconds.

The six-speed automatic transmission offers a manual shift mode and there are up-and-down paddle shifters at 10 and 2 o’clock on the steering wheel. Manual shifting is fun, but for the slippery conditions we primarily left the shifter in “D” and practiced our best winter driving techniques with good results.

EPA rates the Taurus SHO at 17 mpg for the city cycle and 25 mpg on the highway. From our observations those numbers are reasonably accurate. Cold weather has a negative effect on fuel economy and we averaged between 20 to 22 mpg on most trips. A steady 65 mph cruise on the highway allows the SHO to loaf along in sixth gear and deliver 28-29 mpg. Of course, if you have a heavy right foot, mileage will suffer, especially around town.

With it cold and nasty outside, the spacious interior of the Taurus SHO is a welcome place. The optional heated and cooled front seat were on the highest heat setting for much of our driving, providing winter comfort without a heavy coat. The leather seats have tasteful inserts trimmed in perforated Miko suede. A nice touch. Taurus is a five-passenger sedan that can comfortably seat five adults. It has a cavernous trunk too, providing 20.1 cubic feet of cargo space.

The very substantial look and feel of the Taurus SHO was reassuring for the slippery wintery road conditions. Ford didn’t try to mask this car’s bulk with either special styling or tuning. That means that the SHO rides like a big car and feels somewhat heavy on the controls. Many people really like this heavier feel. If you prefer a more nimble feel in a car you can fling around, the Taurus SHO may not be for you. Ford’s advanced electric power-assisted steering system has a nice on-center feel and the car tracks well yet won’t be pushed around by gusty winds. The steering is fairly heavy, but the tuning matches the solid road manners of the car.

Taurus SHO comes with 19-inch alloy wheels with Goodyear Eagle low-profile performance tires. Optional 20-inch wheels with Michelin high performance tires are available. We were surprised how much grip the Goodyear Eagles provided in the snow and slippery conditions of winter. Even with the short sidewalls, the Taurus SHO delivers a very comfortable ride. The suspension is tuned for handling but isn’t harsh like some performance cars.

The Vehix View

In his 2010 Taurus SHO review, Nathan Adlen referred to the car as “big, bold, and confident.” That confidence is even more profound when road conditions turn ugly. The 2011 Taurus SHO (view photos) is a true year-round performance sedan.

2011 Porsche Boxster Spyder vs. 2011 Audi S4

noreply@blogger.com (webmaster) — Tue, 25 Oct 2011 15:35:00 +0000

2011 Porsche Boxster Spyder vs. 2011 Audi S4 - Comparison Test

The Audi’s mistake-proof grip and Porsche’s pinpoint precision are interesting counterpoints…

Slideshow >>

Video >>

Talk about an embarrassment of riches. On one hand, we have the most powerful, most firmly sprung, lightest and quickest production Porsche Boxster on the planet (albeit with a fussy 2-piece carbon/canvas “emergency” top that remained in place only long enough to take a static photo). And on the other, the Audi S4 whose 3.0-liter supercharged V-6 delivers whip-quick, preternaturally strong surges of acceleration from seemingly everywhere in the rev range, each wheel driven through a sophisticated awd system that’s augmented by the optional rear torque-vectoring differential.

Despite weighing nearly a half-ton more than the Boxster and having only 13 more peak bhp, the S4’s prodigious torque and extra set of drive wheels practically punt it out of the drag strip’s launch box, keeping it astride of the Porsche and giving away only 0.1 sec. in the quarter mile. But that extra heft is felt at Spring Mountain. “It felt capable,” wrote Road Test Editor Jonathan Elfalan, “but the body motions felt more exaggerated than thePorsche’s, and the Sport Differential had to work quite a bit to counteract the understeer on this relatively tight track.” Said Shaun Bailey, Associate Engineering Editor, “You can really trail-brake this car, especially in the tight stuff,” adding that slowing his steering inputs down really helped avoid the under/oversteer seesaw motion that can happen midcorner with the Sport Diff. “Safe and pitchable,” I wrote, “but nondefeatable stability control limits the crazy yaw-action fun.” From apex to corner exit, no finesse is needed; just flat-foot the throttle and let the four driven contact patches pull you onto the straight. The S4, true to its get-in-and-drive-fast-immediately nature, felt ultra-secure over The Drop, a section of the track where the car can completely unweight, then bottom its suspension. Where some cars require a throttle lift and a little “breather” to regain composure, the Audijust storms through without blinking.

If the Audi was an eye-opener, then the Porsche was a flat-out revelation. Boxsters are quite possibly the most forgiving mid-engine cars ever made, and the lightweight Spyder takes it to the next level. With less torque and what felt like tighter gear spacing, the Boxster called for 2nd gear where the Audi liked 3rd, but the Porsche just devoured the course with 1.01g of measured grip, and a bare minimum of understeer on the track’s tightest right-hander. It’s as if all the course’s turns can be connected with a single flowing arc; there’s no wrestling with the car, it’s simply a matter of guiding it down to the apex. “Really telepathic in its handling, “ offered Assistant Road Test Editor Calvin Kim. “The quintessential track car.” There’s so little wasted motion in transitions, and never a fear of a spooky yaw “moment” with lift-throttle…only smooth easily controlled rotation. Fly in the ointment? Well, we’d like to see a firmer brake pedal on initial application. Once past the free play, there’s a lot of confidence to be had.

Maybe the highest compliment paid to the Boxster is that it’s so composed, tidy and locked down that it didn’t feel blazingly quick. Yet a peek at the data showed a huge 3.4-sec. lap-time advantage over the Audi…a car that kept us “busier in the cockpit,” as we like to say around here.

Being an open car just heightens the Porsche’s driving experience, with great sounds churning forth from the 3.4-liter 320-bhp flat-6. It’s as if Zuffenhausen’s acoustic engineers have resurrected the metallic howl/gnash of a 1967 911, muted only slightly for today’s requirements. The carbon-shell seats upholstered in both smooth leather and Alcantara are excellent on both aesthetic and functional fronts, and the red door latch straps and seatbelts add some extra distinction…as if the flowing aluminum engine cover with the faired-in headrests wasn’t enough.

The Audi continues to impress with its pitch-perfect interior with always-tasteful textures and surfaces, the focal point being the aggressively bolstered high-back bucket seats. There’s also a suitably meaty wheel, and a shifter that’s quite good, if not as rifle bolt-positive as the Porsche’s cable linkage. The V-6’s sound is engaging, not enthralling, but it’s unfair given its role to make a direct comparison with the Boxster. A faint purr emanates from the supercharger, and the Titanium Package (silver spears along the rocker panels, 19-in. broad-spoke gray-painted wheels, black grille trim) lend a little extra attitude to a car that had seemed almost too stealthy compared to lesser-powered A4 stable mates, even by Audi’s conservative yardstick.

Given the Porsche’s emergency top (a full 10 pages in the owner’s manual are devoted to its fitting), this pairing is beyond apple and oranges…apples and coconuts, maybe? Maybe Kim said it best: “The Audi and Porsche together would make the ultimate 2-car garage.” Bailey, however, professed his love for the Boxster and chalked up his return trip from Pahrump to Southern California—canvas buttress panels at full vibrato at 80 mph—as an adventure. “Thanks to an iPod with good earbuds, I could handle the drive back to L.A. easily.” Said it reminded him of driving his heatless, windowless Spec Miata, in the rain, to a race in Michigan, in the dead of winter. Ah, youth.

2011 Mercedes-Benz SLS AMG

noreply@blogger.com (webmaster) — Mon, 17 Oct 2011 15:57:00 +0000

Read More: Luxury Cars, Mercedes-Benz, Reviews, Test Drives

Test Drive: 2011 Mercedes-Benz SLS AMG

2011 Mercedes-Benz SLS AMG. Click image to enlarge

Manufacturer’s web site
Mercedes-Benz Canada

Review and photos by Peter Bleakney

Photo Gallery:
2011 Mercedes-Benz SLS AMG

The 2011 Mercedes-Benz SLS AMG may have been the worst choice for our relaxed summer tour of Niagara wine country.

To clarify, this is by no means a slag on Mercedes-Benz’s brilliant reinterpretation of its legendary 1955 300SL Gullwing. In fact, this retro-modern projectile is worth every penny of its $198,000 asking price, in my opinion.

It’s just that my wife, Claire, bless her heart, has a slight aversion to sudden g-forces of the lateral and linear variety; and bellowing V8’s; and heavy right feet. She also has no problem expressing her distaste for hooliganism at the wheel by jabbing said offender in the right shoulder with great swiftness.

Thus my conundrum.

2011 Mercedes-Benz SLS AMG. Click image to enlarge

You see, as soon as that gullwing door swung shut I discovered an additional passenger within. That would be the Devil, perched on my left shoulder and goading me towards all kinds of wickedness. “Come on you wimp, plant it! What’s a night on the couch?” It didn’t help that this car was jet black. Temptation, I know thy name.

While the SLS’s party trick is a pair of roof-hinged doors, it’s what lives under that long hood that gives Beelzebub such sway – an AMG-designed, 563-hp 6,208 cc, naturally-aspirated V8 that brings 469 lb.-ft. of torque to the party.

If ever a car could justify its price on sound alone, the SLS AMG might be the one. Pressing the start button on the centre console awakens the hand-built V8, bringing it to an ominous idle. Blip the throttle and the revs jump like there’s no flywheel. From there on it bellows like the hounds of hell, wailing to a metallic 7,250 rpm redline.

But it doesn’t stop here. On overrun, there is a cacophony of burbles, blats and pops spewing from the twin tailpipes that only a conservatively muffled large-displacement bent-eight can provide.

Hell yeah!

2011 Mercedes-Benz SLS AMG. Click image to enlarge

As we burbled our way along the bucolic roads of wine country, I told the devil to shut his cake hole, respected Claire’s wishes (and her left jab) and relied on my memory of past road and track experiences in the SLS AMG to enliven the drive.

Despite its appearance, sound and layout, the 2011 SLS AMG is not an untamed rear-drive beast waiting to bite you at the first opportunity. Sure, it’s not the dynamic equal of a Porsche Turbo S or Audi R8, but its brand of retro-brutish performance is easily accessible. It is neutrally balanced, shows astounding grip and very quick turn in. With the standard limited-slip rear differential, you can put the power down hard and early when exiting corners.

And that long hood is not just for show – the dry-sump V8 is nestled low and well back behind the front wheels. It connects to the new 7-speed dual-clutch rear transaxle (developed in conjunction with Getrag) via a 167 cm carbon-fibre drive shaft. The SLS brags a 48/52 front to rear weight bias.

2011 Mercedes-Benz SLS AMG. Click image to enlarge

As might be expected, visibility from within is not great, but the simple cabin is exquisitely crafted with deeply bolstered Nappa leather seats, large rotary vents and silver-faced gauges that hark back to earlier times. This car benefited from a $5,100 extended interior carbon fibre trim package on top of the “regular” $5,000 carbon fibre upgrade. Yikes!

With the optional $1,700 AMG sport suspension, the ride is hardly cosseting, but neither does it punish. The steering is surely accurate, although not as tactile as in the Audi or Porsche.

Claire: “Aww, look at the new-born lambs.”

The Devil: “Hey loser. Here comes a big sweeper. I dare you.”

Me: “Shut up!”

Claire: “Pardon?”

And so it went.

2011 Mercedes-Benz SLS AMG. Click image to enlarge

A rotary switch on the centre console gives the driver a choice of four shift maps. Controlled Efficiency (C) is the most relaxed – it starts in second gear – while Sport (S) gives 20 per cent faster shifts with rev-matching on downshifts. Sport Plus (S+) further sharpens shift time and Manual gives complete control over upshifting. There is also an RS (race start) launch control setting.

The ESP (electronic stability control) has three levels: normal, the more lenient sport mode and off. Once you’ve tailored the car to your liking, this dynamic cocktail can be stored and called up via the AMG button.

This tester was fitted with the optional $14,200 carbon ceramic brakes. Yup, you read that right. For track work, these lightweight units make sense, but compared to the standard steel units, they are grabby, harder to modulate and are prone to squeak.

After parking on the main drag in Niagara of the Lake, I popped the doors and started taking pictures. Within minutes it became almost a mob scene. The car was surrounded by gawkers and cell-phone snappers. One girl actually jumped in so her boyfriend could take a picture. Did the Devil make her do it?

2011 Mercedes-Benz SLS AMG. Click image to enlarge

Time for our getaway: I politely shoed them off, and cleared the crowd with a couple of jabs on the happy pedal.

And then, as I approached the on-ramp to the QEW, it happened. My right hand (involuntarily, mind you) reached down and selected Sport Plus. My left hand tickled the paddle and flicked down a trio of gears. My right foot… well, you know.

The SLS squatted for half a beat, the massive rear 295/30ZR20-inch Contis did a quick sidestep and then we bolted like a raging feral beast, powering through in a beautifully defined arc.

The only thing louder than the exhaust was a strange cackling in my left ear.

Pricing: 2011 Mercedes-Benz SLS AMG

Base price: $198,000

Options: $37,500 (AMG 19-inch/20-inch 10-spoke forged alloys, $2,800; carbon ceramic brakes, $14,200; interior carbon fibre trim, $5,000; extended interior carbon fibre trim, $5,100, exterior carbon fibre trim, $2,200; carbon fibre engine compartment cover, $6,000; AMG performance steering wheel, $550; AMG sport suspension, $1,700)

A/C tax: $100

Freight: $1,995

Price as tested: $237,645

2012 Subaru Impreza 2.0i

noreply@blogger.com (webmaster) — Mon, 17 Oct 2011 15:47:00 +0000

2012 Subaru Impreza 2.0i

2012 Subaru Impreza 2.0i. Click image to enlarge

Manufacturer’s web site
Subaru Canada

Photo Gallery:
http://www.autos.ca/galleries/2012/index.php?level=album&id=48

Over the years, Subaru’s excellent symmetrical all-wheel drive system has proven to be a double-edged sword for the company’s passenger car sales. Though Subaru’s AWD provides superior traction and safety when compared to conventional front and rear-wheel drive cars, it also adds cost, weight and a fuel consumption penalty. As a result, consumers looking to buy a compact car often overlook the Impreza when comparing compact models.

The new 2012 Subaru Impreza, coming in late October, will address this problem head-on. Equipped with a new, smaller and more fuel-efficient 2.0-litre horizontally-opposed four-cylinder engine that replaces the current 2.5-litre four, and a new optional continuously variable transmission that replaces the optional four-speed automatic, the 2012 Impreza is projected to offer fuel economy numbers of 7.5 L/100 km city, and 5.5 L/100 km highway – a 30 per cent improvement over the current model’s 10.4/7.7 L/100 km (auto).

2012 Subaru Impreza 2.0i. Click image to enlarge

That makes the 2012 Impreza the most fuel efficient all-wheel drive car sold in North America, but more importantly, it makes it comparable with popular front-wheel drive competitors such as the Honda Civic (auto) 7.2/5.0 city/hwy, Toyota Corolla (auto) 7.8/5.7, and Mazda3 (man) 8.1/5.9. The point, which I’m sure Subaru will drive home in their marketing efforts this Fall, is that consumers no longer have to sacrifice fuel economy to have the advantages of all-wheel drive.

Equipped with a standard five-speed manual transmission, the 2012 Impreza’s fuel consumption numbers are a bit higher, 8.3/5.8 city/hwy. That’s not worrying Subaru too much as they expect the majority of Imprezas (not the WRX or STI) to be sold with the CVT.

Subaru’s new 2.0-litre four-cylinder ‘boxer’ engine is derived from the 2.5-litre engine that debuted in the 2011 Forester. It has a dual overhead camshaft design instead of the current Impreza’s single overhead cam configuration. It also offers a longer stroke to maximize torque, variable valve timing on both intake and exhaust valves to optimize performance and fuel efficiency, and new catalyst positioning to reduce emissions.

The new engine is not as powerful as the current 2.5-litre engine, but performance will be as good or better, claims the company, in part because the new Impreza weighs less (1320 kg vs 1390 kg (base car, man trans). The 2.0-litre engine develops 148 horsepower at 6,200 rpm and 145 lb.-ft. of torque at 4,200 rpm compared to the current model’s 170 hp at 6,000 rpm and 170 lb.-ft. at 4,400 rpm. The new horsepower and torque numbers are in line with the specifications of the base engines of its major competitors.

Subaru’s new “Lineartronic” CVT is a lighter and more compact version of the one first introduced in the 2010 Legacy and Outback models. Subaru’s stated goal is to make their CVT provide smooth, linear acceleration like a conventional automatic transmission while still offering “shiftless” operation and better fuel efficiency. The new CVT also features a “second-gear” start to avoid wheelspin on slippery surfaces. Drivers have the option of shifting the CVT manually with the shift lever or the paddle shifters behind the steering wheel – there are six simulated “gears.”

2012 Subaru Impreza 2.0i. Click image to enlarge

As before, Subaru offers two different all-wheel drive systems in the 2012 Impreza: models with the five-speed manual transmission have a viscous-coupling limited-slip centre differential that distributes power 50/50 front to rear. Impreza’s with the Lineartronic CVT have an electronically managed continuously variable transfer clutch that distributes power 60/40 front/rear under normal driving conditions, but can transfer more power to the rear wheels under certain circumstances.

As with the current Impreza, 2012 models will be offered in four-door sedan and four-door hatchback bodystyles. Though both 2012 sedan and hatchback models are the same length and width, they have a 25 mm increase in their wheelbase but shorter front and rear overhangs. Height is lower by 10 mm.

2012 Subaru Impreza 2.0i. Click image to enlarge

The Impreza’s new styling features a hexagonal grille and “hawkeye” headlights, a theme first introduced on the 2010 Legacy. The Impreza’s new profile is more angular with prominent wheel arches and a larger greenhouse that offers better visibility. The base of the windshield has been moved forwards by 20 cm to create a more raked windshield, and the thinner A-pillars and a front quarter window are designed to improve visibility when turning. Higher seating positions, lower window sills and a lower instrument panel also improve forward visibility.

Because of its longer wheelbase, the new Impreza’s cabin is roomier, and rear passengers have a 50 mm increase in legroom, in part because of sculpted-out front seatbacks. As well, redesigned door panels provide more hip and shoulder room.

2012 Subaru Impreza 2.0i. Click image to enlarge

The front seats have been redesigned for long distance comfort with higher seatbacks, more lumbar support and seat cushions that more effectively distribute pressure. A tilt/telescoping steering wheel is standard on all 2012 Imprezas. The Impreza’s new instrument panel features a new information display in the upper dash, and on Sport and Limited trim levels, a new 4.3-inch colour display with a trip computer. The dashboard, door trim and centre console armrest now feature new soft-touch surfaces, and top models feature a new sliding centre armrest.

Trunk room in the sedan has increased to 638 litres, up from 538, and the hinges no longer intrude on trunk space. Split 60/40 rear seatbacks now fold down flush with the cargo floor to provide a flat loading surface. The sedan’s trunk will fit four golf bags or five large suitcases. In the hatchback model, cargo room behind the rear seats has increased to 340 litres from 320 litres and it will store three golf bags with the rear seats up. The privacy cover can now be stored under the cargo floor.

To make the 2012 Subaru Impreza more competitive with its front-wheel drive rivals, 2012 manufacturers suggested retail prices have been lowered across the line-up by $800 to $1,000. Base models now start under $20,000 (plus optional CVT, Freight and taxes).

2012 Impreza MSRPs

2.0i sedan: $19,995

2.0i sedan Touring Package: $21,695

2.0i sedan Sport Package: $23,895

2.0i sedan Limited Package: $25,895

2.0i hatchback: $20,895

2.0i hatchback Touring Package: $22,595

2.0i hatchback Sport Package: $24,795

2.0i hatchback Limited Package: $26,795

With CVT: add $1,300

Freight: n/a (currently $1,525)

2012 Impreza standard features by trim level

2012 Subaru Impreza 2.0i. Click image to enlarge

2.0i: power windows, door locks and side mirrors, a 60/40-split flat-folding rear seat, outside temperature gauge, heated body-colour exterior mirrors, cruise control, a multi-function display with fuel economy information, remote keyless entry system, security system with engine immobilizer, tilt/telescopic steering wheel, variable intermittent windshield wipers and a low windshield washer fluid warning light.

2.0i Touring: adds 16-inch alloy wheels, an AM/FM/CD/MP3/WMA audio system with six speakers, voice-activated Bluetooth hands-free system, steering wheel-integrated hands-free and audio controls, a MediaHub for iPod/USB audio integration with Bluetooth streaming audio, a rear stabilizer bar for crisper handling, heated front seats, automatic headlights and a front windshield wiper de-icer.

Sport Package: adds 17-inch alloy wheels, power sunroof, leather-wrapped steering wheel and gear selector, upgraded gauges, automatic climate control, aerodynamic side ground effects, front fog lights, rear spoiler and a stainless steel exhaust tip on four-door models. A 4.3-inch multi-function display, a fully bilingual system that is not available in any other North American market, offers fuel consumption data as well as maintenance reminders. Also included in this system is a Vehicle Dynamics Control monitor, which displays All-Wheel Drive in action on slippery surfaces.

Limited Package: adds dual-zone automatic climate control, HID headlights, leather seating surfaces, outside mirror-integrated LED turn signals, a Pioneer display audio system and Sirius Satellite Radio with three-month trial subscription, and chrome trim on the truck lid and exterior door handles.

2012 Subaru Imprezas are expected to go on sale in late October, 2011. Autos.ca will follow up with a First Drive report as soon as the new Imprezas become available.

2012 VW Jetta GLI

noreply@blogger.com (webmaster) — Mon, 17 Oct 2011 15:40:00 +0000

Read More: First Drives, Reviews, Volkswagen

First Drive: 2012 VW Jetta GLI

2012 Volkswagen Jetta GLI. Click image to enlarge

More Volkswagen Jetta GLI reviews on Autos.ca

Manufacturer’s web site
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Photo Gallery:
2012 Volkswagen Jetta GLI

Toronto, Ontario – After a two-year hiatus, the Volkswagen Jetta GLI returns, and with a starting price of $27,475, it undercuts the old 2009 GLI by $2,500.

Those familiar with VW products will know the letters GLI are to the Jetta what GTI is to the Golf. The GLI is the sportiest of Jettas, and here it gets the 200-hp/207 lb.-ft. direct-injection turbo four and six-speed manual or six-speed twin-clutch DSG from the GTI.

There have been a host of other improvements to the “North Americanized” lower-priced 2011Jetta, a car that took criticism for it’s generic styling, an interior that was a step back in quality for the VW brand, the regression to a twist beam rear axle from multi-link rear underpinnings and an ancient low-tech 8-valve 2.0-litre four in the base model.

2012 Volkswagen Jetta GLI. Click image to enlarge

That said, in TDI clean diesel form, the 2011 Jetta was named Best New Family Car under $30,000 by the Auto Journalists Association of Canada.

The 2011 Jetta has proven to be a success for VW with sales up 164 per cent, and it accounts for fifty per cent of VW Canada’s sales – thirty per cent of those being the base Trendline with the aforementioned pre-Columbian lump under the hood.

Now arriving at the other end of the Jetta spectrum is the nameplate’s halo car. Is this 2012 GLI more than just a 2011 Jetta with some GTI guts? Yes.

Addressing two major complaints with the 2011 Jetta, the 2012 GLI gets a multi-link independent rear suspension and the dash is constructed of pleasantly squishy soft-touch plastics. Other nice interior touches include the flat-bottomed GTI steering wheel with red stitching, dual-zone climate control, USB/Aux input, Bluetooth, six-speaker audio with touch-screen, 6-CD changer and Sirius satellite radio integration.

2012 Volkswagen Jetta GLI. Click image to enlarge

Outside, the GLI gets a more aggressive front fascia with fog lights, side skirts, a new rear valance and diffuser plus twin chrome tipped tailpipes. The car sits 15 mm lower on its standard 17-inch alloys, but you’ll be wanting to spring for the $975 18-inchers – they give the car some needed visual swagger. Like the GTI, the Jetta GLI is fitted with the Electronic Transverse Differential Lock (XDS) that mitigates inside front wheel spin when cornering.

Five colours are available: red, black, white, silver and dark grey.

First impressions behind the wheel are favourable, starting with that lovely multi-function GTI steering wheel in your hands. While the dash design may not be as adventurous as some competitors, it surely is logical and handsome in a timeless fashion, and build quality impresses.

As with all Volkswagens, the seats are right on the money, dishing out comfort and support in equal measure. With backseat legroom being best in class, no apologies need be made to rear passengers. The trunk is also largest in class, and the rear seats are a 60/40 split for added utility.

Once again, VW/Audi’s ubiquitous 2.0-litre direct-injection turbo four proves itself, delivering a nice torquey push from just about anywhere in the rev range. Granted, 200 hp doesn’t sound like much these days, and as we’ve seen in the Audi TTS, 250+ horses from this engine is there for the taking.

2012 Volkswagen Jetta GLI. Click image to enlarge

VW seeks balance here, and is not looking for a torque-steering monster. On the road, the GLI feels solid and substantial, with nicely weighted electro-mechanical steering and a firm but compliant ride that doesn’t give away its sporty mandate until you hit some really nasty surfaces. If you appreciate the premium and buttoned-down feel of most Volkswagens, then this GLI with its extra turn of speed and sharp handling will delight.

The six-speed manual transmission and clutch operate with expected VW precision, although Volkswagen predicts 70 per cent of buyers will choose the $1,400 DSG twin-clutch unit. As VW has been in the twin-clutch biz for a few years, this six-speed DSG is one of the best out there, operating seamlessly in auto mode, while responding pronto to tugs on the steering wheel-mount shift paddles.

Fuel economy for the manual equipped GLI is rated 9.8 L/100 km city and 6.2 L/100 km highway, while the DSG does better at 8.8 city and 6.1 highway.

Unique to the GLI is a “sound actuator” – an under hood resonance chamber that pipes an intake growl into the cabin. I can’t say it’s a particularly pleasant sound, seeming a little gruff and agrarian to these ears, but it does give the car more attitude.

My loaded red tester was fitted with the $2,100 Luxury Leather Package that added leather seating surfaces and sunroof, and the $1,290 Tech Package that includes navigation and a 400-watt Fender sound system with eight speakers including subwoofer. Fender, of course, is famous for making electric guitars and amplifiers, and not for audio systems. This one gets a B rating from me.

A portion of the day was spent lapping at the tight driver’s development track at Mosport Raceway. For a front-drive street car, the GLI proved highly entertaining. The engine pulls strongly up to its 6,000 rpm redline (peak torque arrives at 1,700 rpm) and the chassis shows good balance, with even a bit of lift-off oversteer on the menu.

2012 Volkswagen Jetta GLI. Click image to enlarge

The brakes, however, went soft pretty quickly after a few hot laps, although in real world duty this won’t be an issue. While the stability control has no manual override, VW tells us the software is designed to detect situations where a certain amount of wheelspin is advantageous, ie deep snow. Let’s hope.

The 2012 Jetta GLI’s main competitors are the $25,950 Honda Civic Si with its 201-hp 2.4-litre naturally-aspirated four and the $25,578 Nissan Sentra SE-R Spec V sporting a 200-hp 2.5-litre naturally-aspirated four.

Realistically, the Nissan isn’t in the running. It’s crude, looks and feels cheap and has horrible steering. The Honda is a worthy foe, and while it doesn’t have the effortless torque shove of the VW nor its solid German demeanour, it’s a swift and very capable-handling sedan.

Built in Mexico, the 2012 Volkswagen Jetta GLI is arriving in showrooms now. As a premium, compact, well priced and very well sorted German-engineered front-drive sedan, it appears to be in a class of one.

2011 Ford Explorer Limited 4×4

noreply@blogger.com (webmaster) — Mon, 17 Oct 2011 15:34:00 +0000

Test-Drive: 2011 Ford Explorer Limited 4×4

2011 Ford Explorer Limited. Click image to enlarge

Manufacturer’s web site
Ford Motor Company of Canada

Review and photos by Jil McIntosh

Photo Gallery:
2011 Ford Explorer

Redesigning a vehicle is always a leap of faith, but it’s even more difficult when it’s an iconic model with many fans. That was the case with the Ford Explorer. It was losing ground with buyers due to its thirsty engine and truck-based construction, but it had to tread lightly. The result is a new model that’s nothing like the one it replaces, and one that, for the most part, hits the mark as intended.

The previous body-on-frame is gone in favour of unibody construction. The old 4.0-litre V6 and available 4.6-litre V8 have also rumbled off into the sunset, replaced with a 3.5-litre V6 that will be joined next year by a turbocharged EcoBoost four-cylinder engine. Two-wheel models power the front ones rather than the rear ones as before, and on four-wheelers, the old 4Hi/4Lo transfer case controller is replaced by a Land Rover-ish Terrain Management dial that automatically determines the best settings for the road type selected.

It comes in three trim levels, starting with the base front-wheel drive Explorer at $29,999 and moving up through the XLT and Limited. Unusually, all three can be ordered in front- or four-wheel drive, which is a refreshing change; all too often, if you want the top trim level, you have to take the all-wheels-driving option. That’s what my Limited tester had, which gave it a starting price of $44,199 before a $7,600 boost courtesy of the options list. All models come standard with three-row seating.

2011 Ford Explorer Limited. Click image to enlarge

The new Explorer is certainly a looker, with a bold wide grille, sculpted sides and modestly-chromed rear end. It’s longer and wider than the old Explorer it replaces, which helps give it its substantial interior roominess, but it weighs approximately 45 kilograms less than the outgoing one. It’s equally handsome inside, especially with my tester’s Luxury Seating Package. It’s pricey at $900, but it adds perforated leather seats that are heated and cooled and have ten-way power adjustment for driver and passenger, plus power-folding third-row seats.

The 3.5-litre V6 makes 290 horsepower and 255 lb-ft of torque, and it’s a considerable improvement over both of the engines it replaces. Compared to the previous V6, it makes 80 additional horses, and it’s only two less than the outgoing V8. The biggest difference is that while the old V6 drank 15.9 litres of fuel per 100 kilometres in city driving, the new one with AWD is rated at 12.9 L/100 km, along with a highway rating of 8.8 L/100 km. In combined driving, I averaged 12.7 L/100 km.

It’s a strong engine and is mated to a smooth-shifting six-speed automatic that includes a manual shift mode when the optional trailer tow package is ordered. That package, added to my tester for an additional $500, gives the Explorer a rating of 2,268 kg (5,000 lbs) and includes trailer sway control borrowed from the F-150.

I first drove the Explorer on a press launch, where I came away impressed with the handling and ride. The feel through the steering wheel is still just as good – it’s electric power-assist steering for fuel economy, but tuned so well that it feels almost hydraulic – but I don’t remember the ride on the launch vehicle being quite as soft as on my test vehicle. I don’t know if it was the larger wheels or some tweaks to the top-line suspension (it was my first time in a Limited) but there is definitely a feeling of detachment when driving. You feel more like you’re pointing it than driving it. Those who loved the Explorer for any rough-n-tough truck feel will be disappointed, although I expect that many commuters who find some trucklets to be too harsh will be satisfied with the big-n-comfy demeanour. For those who aren’t paying attention, the Explorer comes standard with Ford’s new Curve Control. Go into a curve too fast, such as a highway ramp, and the vehicle hits the brakes and activates the stability control to save you from yourself. (How about we just rip out the Bluetooth, get people off both the hand-held and hands-free calls and into driving schools, and help eliminate the need for all these electronic nannies?)

The Terrain Management system is dead easy to use. The Normal setting keeps the Explorer primarily in front-wheel, sending torque to the rear wheels when needed, while Mud and Ruts pushes through the tough stuff, and the Sand setting allows for the wheel spin necessary to get through loose surfaces. The Snow setting increases the traction control and cuts back the throttle response. There’s also a hill descent control borrowed from the F-150 Raptor off-road racer, letting you crawl down steep inclines without using the brakes. The front and rear axles can’t be locked together and so all of the programs can be used on any road surface at any speed. On the old Explorer, the axle lock was available for off-road surfaces, and driving it that way on dry roads could have potentially damaged the four-wheel system.

All Explorers come with such features as auxiliary rear air conditioning controls, LED taillights, privacy glass, MyKey owner control, colour LCD instrument cluster display and tire pressure monitoring system. The XLT, intended as the volume seller, includes alloy wheels, heated cloth seats, dual-zone automatic climate control, MyFord Touch (more on that later), automatic headlamps (which come on when the wipers are activated), rain-sensing wipers, backup alarm, premium sound system with satellite radio, and the keyless entry touchpad that I thought would have gone the way of the dinosaurs years ago, but which Ford says it just as popular as when it was introduced some thirty years ago. The top-line Limited comes with 20-inch wheels, pushbutton start with remote starter system, leather seats, extra stereo speakers, power-adjustable pedals, garage door opener, xenon headlamps, power liftgate and a rearview camera that’s very handy when one is trying to hook up a trailer.

R 22, 2011

2011 Ford Explorer Limited. Click image to enlarge

As mentioned, the Explorer is very roomy inside, and even the third row is relatively comfortable, offering impressive headroom, leg room and ease of entry and exit. With all seats up, the cargo area is a mere 45 cm long, but folding the third row gives you 122 cm of length, and taking both the second and third rows down gives you a flat cargo floor that’s 200 cm long.

Most of the controls are dead-simple to figure out, including the seat memory and the adaptive cruise control. That system isn’t jerky as other adaptive cruise controls were in the past, but operates very smoothly when coming up behind another vehicle.

While I’ve tried to give it the benefit of the doubt on several Ford and Lincoln vehicles, I still despise MyFord Touch with a passion. Anchored by a screen in the centre console, it controls the climate, audio, navigation and phone functions, either through buttons on the console (which become touch-sensitive spots when outfitted with a Sony stereo head as my vehicle was), buttons on the steering wheel, the touch screen, or voice controls. My question is, why does something as simple as adjusting the temperature or changing the stereo need so many redundant controls and be so complicated? The touch spots are too small and too sensitive, so even the slightest bump in the road sends your finger off to the wrong place. Touch the screen and it takes several seconds for anything to happen, especially if the vehicle is cold. Use the voice controls and you have to remember the commands or sit through the disembodied voice explaining it all to you. Use the steering wheel buttons and you must page through the various screens that flash up in the instrument cluster.

When I wanted to change the temperature of my seat, for example, there wasn’t a simple button on the console as most other automakers use. Instead, I had to first get the MyFord Touch screen to the climate control, and then tap it to move the temperature up and down. That’s just too much to do when my attention is supposed to be on the road. I used to praise Ford for the simplicity of its controls; now I only hope the company wakes up and sends this infernal system to the scrap heap where it belongs.

Adding to my tester’s option list was a $2,400 Technology Package, which adds rain-sensing wipers (which, like all I’ve ever experienced, failed to work properly in drizzle), a collision warning system, blind spot warning, cross-traffic alert, the aforementioned active cruise control, and active park assist. Yes, the Explorer really does park itself, although it’s the parallel variety only. When activated, the system determines whether a spot is long enough and then, when you’re ready, it turns the steering wheel and puts itself against the curb, while you work the throttle, brake and shift lever. It’s a stunning piece of technology, although again, some time spent learning how to do it yourself would probably be a better idea.

All in all, it’s a redesign that brings the Explorer in line with what most buyers want today: a roomy interior, stylish appearance, improved fuel economy and all the latest gadgets, and it’s a viable competitor to most of the other SUVs in its category. Whether it will reach the impressive sales numbers that its predecessor once commanded has yet to be determined, but Ford seems to have its finger on the pulse of what sells in this rapidly-changing automotive world.

Pricing: 2011 Ford Explorer Limited 4×4

Base price: $44,199

Options: $7,600 (Technology Package of active park assist, adaptive cruise control, collision warning, rain-sensing wipers, and blind spot monitoring system, $2,400; all-weather floor mats, $100; second-row dual captain’s chairs, $500; dual-pane sunroof, $1,750; second-row console, $150; trailer tow package, $500; navigation system, $700; 20-inch polished aluminum wheels, $600; luxury seating package, $900)

A/C tax: $100

Freight: $1,400

Price as tested: $53,299