There are plenty of people, including us, who wonder why BMW is building an M version of the X6. The answer seems to parallel the punch line of the joke about a canine licking himself: because he can. Also, everybody else is making a high-performance SUV. The Mercedes-Benz ML63 AMG, the Porsche Cayenne, the Infiniti FX50, and the Land Rover Range Rover Sport are all evidence that more than a few people want an SUV with a sporty on-road demeanor. This being BMW, the X6 M and its mechanically identical sibling, the X5 M, aim straight for the top of the muscle-SUV mountain. And it’s no coincidence that the two Bimmers’ 555-hp output bests that of the Porsche Cayenne Turbo S by five ponies. And just to throw more mud in Porsche’s eye, the X6 M base price of $89,725 undercuts the top Cayenne’s by $34,690.

The highlight of the X6 M is the engine with its trick exhaust manifold. Based on the 4.4-liter twin-turbo V-8 found in the X6 xDrive50i and 7-series, the M engine gets two twin-scroll Honeywell turbochargers fed by a newly patented exhaust manifold. The manifold’s tangle of piping in the valley of the V-8 routes to each scroll the exhaust from two specific cylinders. The two cylinders are 360 degrees apart in firing order, ensuring that the exhaust pulses spinning the turbos are smooth. The result is almost no turbo lag.
Specifications

VEHICLE TYPE: front-engine, 4-wheel-drive, 4-passenger, 5-door wagon

PRICE AS TESTED: $89,725 (base price: $89,725)

ENGINE TYPE: twin-turbocharged and intercooled DOHC 32-valve V-8, aluminum block and heads, direct fuel injection

Displacement: 268 cu in, 4395cc
Power (SAE net): 555 bhp @ 6000 rpm
Torque (SAE net): 500 lb-ft @ 1500 rpm

TRANSMISSION: 6-speed automatic with manumatic shifting

DIMENSIONS:
Wheelbase: 115.5 in Length: 192.0 in Width: 78.1 in Height: 66.3 in Curb weight: 5254 lb

C/D TEST RESULTS:
Zero to 60 mph: 4.3 sec
Zero to 100 mph: 10.7 sec
Zero to 130 mph: 19.1 sec
Zero to 150 mph: 27.9 sec
Standing ¼-mile: 12.8 sec @ 110 mph
Roadholding, 300-ft-dia skidpad: 0.92 g
Braking, 70–0 mph: 163 ft

Unlike other M cars, there are no radical changes to the suspension and bodywork. The springs, the bushings, the anti-roll bars, and the two-stage electronic adjustable dampers are all stiffer than those of the standard X6, but the components are virtually the same. On the outside, the M model gets massive air intakes below the grille for its larger intercoolers, quad tailpipes in back, and M-badged gill vents on the front fenders.

The X6 M also keeps the six-speed automatic transmission, although the M version uses an aluminum transmission-fluid pan with cooling fins in place of the plastic pan on the regular X6. To enact quicker shifts more befitting of an M car, the engine cuts ignition and throttle to reduce the torque load during gearchanges. In standard drive mode, the transmission keeps revs below 4500 rpm to conserve fuel. Since the 500 lb-ft of torque are available as early as 1500 rpm, this efficient programming doesn’t noticeably impact normal driving.

In sport and full-on manual modes, the engine will run all the way to redline and hold gears. The X6 M also comes with a launch-control function that will handle the shifts as long as you keep the gas pedal planted to the floor. Hold your foot down for just 4.3 seconds, and you’ll see 60 mph fly by—and that is achieved without launch control enabled. With launch control, we think a tick or two could easily be shaved off. Our X6 M got to 100 mph in 10.7 seconds. For reference, the Cayenne Turbo S hits 60 in 4.4 seconds and 100 mph in 10.8. (Does that $35,000 price difference look even more substantial now?)

Amazingly, considering its 5254-pound curb weight, the X6 M does more than go fast in a straight line. Lapping the Road Atlanta racetrack during our preview drive, the X6 M flew around corners with awe-inspiring ease. It’s huge, yet it’s easy to drive quickly and displays tremendous capability. The X6 M is a glorious contradiction of a vehicle. The steering and the brakes could offer more feedback, but that’s probably a tall order for a big vehicle with 20-inch tires. But the fact that the X6 M is faster around the Nürburgring Nordschleife than the last-generation M3 pretty much says all you need to know about its overall performance. BMW says the suspension tuning for the X5 M is slightly different due to weight and balance but that it should prove just as capable as the X6 M.

Does anybody really need a Nürburgring-tuned, four-seat SUV in the first place? We’re not here to pass judgment, but we can tell you that if you want such a thing, the X6 M is the perfect choice.

BMW’s smallish X1 crossover hasn't even been launched yet, but here we are moving on to the German automaker’s next suburban wagon. We've noted before that the current X3 is aging rapidly, and to keep buyers from moving down-market to the fresh-faced X1, the company is rushing the second-generation model towards production.

Slightly bigger than the current X3, the next model will put some distance between itself and the cutesy X1. Our spy photography, taken during hot-weather testing in the Southwest, reveals a sloping front hood and aggressive front air intakes. The side view resembles the X1, with a thicker C-pillar and BMW's characteristic surfacing with concave elements.

It is definitely a more carlike look than that of the current X3 or the boxy Mercedes-Benz GLK, which tries to mimic the awe-inspiring G-wagen. In look and feel, the second-generation X3 aims squarely at the Audi Q5, which romped to a decisive victory in our most recent comparison of small luxury SUVs. Inside, the X3 is expected to be more carlike as well, although unlike some other BMW cars, there is no strange-looking second hood on the dashboard. The navigation system is housed lower than the main instrumentation, similar to in the X1 and the X5. BMW's M division also is designing an M Sport package with interior and exterior modifications.

Engines available in Europe will come from BMW's vast parts bin. We expect 2.0-liter and 3.0-liter four- and six-cylinder gasoline engines, respectively, with the range topped by the twin-turbocharged inline-six we've come to appreciate so well. There will be four- and six-cylinder turbo-diesels, too. It’s uncertain which powertrains will make it to the U.S. (We wouldn’t mind a high-performance version with the M3’s V-8 underhood; we like to imagine it as a German reincarnation of the GMC Typhoon.) Power will be transmitted through BMW's xDrive all-wheel-drive system, and while a rear-wheel-drive version would technically be possible, we believe marketing considerations will keep BMW from offering such an entry-level model as it will with the X1.

While the current X3 is built by contract manufacturer Magna Steyr in Graz, Austria, BMW is building the next generation in-house, moving assembly alongside the X5 and X6 in the company’s plant in Spartanburg, South Carolina. The Z4 has been pulled from Spartanburg and is now made in Germany. The U.S. plant is currently gearing up to a total capacity of 200,000 units, all of them SUVs. The product mix will be flexible, but the X3 is expected to be the largest-volume model at about 100,000 units annually. Magna Steyr gets to build the crossover version of the Mini as compensation.

The weak dollar has become a huge problem for European carmakers, who are finding profit margins to be increasingly thinner on models imported to America. The X3 will therefore be strongly focused on the U.S. market, while the German-built X1 is tailored mainly for European tastes. Look for the new X3 to be officially launched in late 2010 or early 2011.

is readying a Final Series model of its Arnage flagship that it will show at the 2008 Paris auto show. In addition to being a final sendoff for the old-school sedan —due for cancellation after the 2009 model year —the Final Series is the automaker’s celebration of 10 years of the Arnage, 50 years of its legendary V-8 powertrain, and 90 years of the marque itself.

The Final Series is based on the sporting Arnage T, meaning it receives the most potent version of the twin-turbocharged 6.75-liter —which Bentley has always insisted on refering to as 6¾-liter —V-8 producing 500 hp and cranking out a massive 738 lb-ft of torque. Also carried over are the T’s silky smooth six-speed automatic transmission and its chassis and running gear.

The exterior bears subtle hints that this car is the last of its kind, the most prominent being the “Final Series” badges on the front fenders. The wheels and tires are borrowed from the Brooklands coupe along with the “Le Mans” lower front fender vents. Other distinctive features include the body-color front and rear lamp bezels. To round off the look, Bentley throws in the retractable hood ornament and the jewel gas cap as standard equipment.

Inside, the Final Series wouldn’t be a proper tribute without an abundance of ultra-luxury features. There are handmade wood accents and hand-stitched leather surfaces. Up front are “Final Series” plates in the door sills. But the rear is where the party’s at. Back-seat passengers can celebrate with a stiff drink from a bespoke flask and shot glasses stowed in the cocktail cabinet. The picnic tables come in various veneers upon which to serve the hors d’oeuvres.

Handcrafted in Crewe, U.K., the Final Series will be limited to a run of 150 cars with pricing yet to be announced. Bentley is confident that it has created the perfect model to give the Arnage a grand farewell.

Meanwhile, a few details have emerged about the car’s successor, for which Bentley is expected to take full advantage of its VW/ Audi partnership. Reports say that the next-generation Arnage will utilize Audi’s spaceframe technology as well as other new engineering techniques to shed weight. The Arnage may also lose its iconic powertrain in favor of one of Audi’s big 10- or 12-cylinder engines.

For some time now, Bentley has been reassuring inquiring minds that its current luxury sedan, the Arnage, would soldier on in the old-money market until 2013. But now we learn that its end will come much sooner.

What the replacement steamer will be—and what it will be called—Bentley will most likely reveal at the concours d’élégance in Pebble Beach in mid-August. Meantime, the Arnage has already entered its “final series” stage, with the last 150 cruisers currently selling down, a formidable task in these times.

The Arnage sprung to life in 1998 as a sister model to the discontinued Rolls-Royce Silver Seraph. Both models were developed in the ’90s after BMW purchased the iconic British automaker.

Before VW took command of Bentley and BMW got the Rolls franchise, both marques had been made by Rolls-Royce. Soon thereafter, VW managed to transfer the old Rolls-Royce/Bentley 6.8-liter V-8 (which dates to 1959) from the Bentley Turbo R and Continental R into the Arnage. The Arnage with the BMW-sourced, turbocharged 4.4-liter V-8 became the Green Label, while the big engine gave the Arnage the Red Label badging. Green Label sales slowed to a trickle, and VW eventually put it out to pasture.

What we will see at Pebble Beach is the long-awaited new flagship that will replace the big, formal Arnage. Provisionally dubbed the “Grand Bentley” (it’s also called “Project Kimberly”), the new model will stand on its own dedicated platform because stretching an existing Volks­wagen Group platform wouldn’t do.

While the concept car will arrive in California powered by the old, twin-turbo 6.8-liter unit, the powertrain will be overhauled for the production model. The 6.8-liter V-8 will be updated and heavily redesigned to conform to EU5 and EU6 emission regulations as well as North American rules—according to a source, only the turbo­chargers will carry over. Power should be in excess of 600 horses, and that should allow the Bentley to easily outrun its rival, the naturally aspirated, 453-hp V-12–powered Rolls-Royce Phantom.

The Bentley’s body and structure will be unique, but we expect the rest of the car to use more than a few components from the VW Group’s premium parts bin, including the electronic architecture and various drivetrain components.

The car’s body, with its classic upright grille crowned by a hood ornament, reveals a conservative approach. Some early proposals had a sloping, sporty grille similar to the Continental GT and Flying Spur models’. But Bentley doesn’t want to take many styling risks. The Arnage replacement will have a rather “fast” roof, however, with a sloping, aerodynamic line and a short trunklid.

The new luxury car should go on sale some time next summer. With the Arnage on its way out and the economy on the ropes, it can’t hurt to get the buzz going early.

A year has past since we last reported on sightings of the so-called Mercedes-Benz SLC. Now, though, the purported SLR McLaren supercar replacement has been spotted again—this time in quite different guise.

Thanks to our friends over at eMercedesBenz.com, we now have three very crisp photos of the SLC showing off its sleek shape, complete with confirmation of gullwing doors. That’s right, this new super-Benz will make use of the legendary entry system made famous by the 300SL of yore, and it appears to sport an opening mechanism very similar in operation to the original 1950s design.

While the aforementioned doors are certainly the major development revealed by the shots, it’s also apparent that other major changes have been made in the past 12 months. Complete with smoother body panels, more cockpit space, and a more streamlined look, the latest SLC mule looks more like a Mercedes-Benz now and less like the FrankenViper it once was. Clear behind the crosshair-style grille camo are the F1-inspired wings that characterize modern Mercedes sports cars, including the SLK and SL.

Powertrain details are still very sketchy at this point, but rumors continue to suggest that the vehicle will be powered by a turbocharged version of the automaker’s 6.2-liter V-8 engine. We wouldn’t be surprised, however, if Mercedes used a beefier version of the 661-hp, twin-turbocharged V-12 that recently debuted in the 2009 Mercedes-Benz SL65 AMG Black Series.

Ultimately—as progress has been slow in the vehicle’s development—we don’t see this on showroom floors any time in the near future. Expect an auto-show debut in Geneva next year followed by a finished product sometime in 2010.

In the months leading up to the September debut of its SLS AMG Gullwing, Mercedes-Benz has teased enthusiasts by pulling off the coupe’s camo bit by bit—and revealing the entire interior—like some sort of exotic dancer slowly peeling off her clothes. Now she’s going topless, as evidenced by these spy shots of the SLS roadster.

Motivated by AMG's 6.2-liter 32-valve V-8, which makes 563 hp at 6800 rpm and 479 lb-ft of torque at 4750 rpm, the SLS coupe is promised to reach 62 mph in 3.8 seconds and accelerate up to a governed top speed of 196 mph. Those figures likely won't change much for the roadster, placing it right in the middle of a super-droptop dogfight that includes the Ferrari F430 Spider and the Lamborghini Gallardo LP560-4 Spyder. Power will be transmitted to the rear wheels by means of a seven-speed dual-clutch transaxle gearbox. Unknown is whether Mercedes will offer a droptop version of the recently confirmed, all-electric SLS eDrive variant due in 2013.

The SLS roadster will be a big sports car, but it won't be a direct replacement for the SLR convertible. It will cost about half as much and will be about 300 pounds lighter than that departed supercar, despite the SLR's generous use of ultra-expensive carbon-fiber panels. It likely will be about 200 pounds heavier than the fixed-roof SLS, however.

We don't yet know for sure how the doors will open, only that they obviously can’t be of the Gull variety—Mercedes could use regular doors or scissor-type doors such as those found on the McLaren SLR roadster.

According to our sources, the SLS roadster is scheduled to launch in late 2011, almost two years after the launch of the Gullwing coupe. The two models will be sold alongside each other, unlike the original W198 300SL coupe and roadster, which the SLS tries to replicate in spirit. The fixed-roof 300SL was launched in 1954; the 300SL roadster completely replaced the original Gullwing three years later.

Ford’s recent strategy of car first, new engine later continues with the Flex. Introduced for 2009 with the corporate 3.5-liter V-6, we placed the Flex fourth out of six in a recent crossover comparison, where its prodigious poundage was hard to hustle with only 262 hp and 248 lb-ft of torque on tap.

Technology comes to the rescue for 2010, via twin turbochargers and direct fuel injection. Ford’s long-awaited EcoBoost engine program finally bears fruit in the form of a revised version of its 3.5-liter that gets a big-time power boost—to the tune of 355 hp and 350 lb-ft of torque—with no change in combined fuel economy. Ford estimates 22 highway mpg for the EcoBoost Flex, which matches that of current all-wheel-drive models. The engine will be an option over the naturally aspirated V-6 on all-wheel-drive SEL and Limited models. To handle the higher torque output, some internals have been upgraded, as has the six-speed automatic transmission.

Third Time’s the Charm

Including the Freestyle/Taurus X’s jump from a 3.0-liter to the 3.5-liter V-6 for 2008, this marks the second time in recent years that Ford has added power to the engine bay of the Flex’s underlying platform. The new EcoBoost engine will hopefully be a winner; its output numbers certainly look favorable next to one of our favorite twin-turbo sixes, the 300-hp, 3.0-liter inline unit from BMW.

The EcoBoost-ed Flex is first being shown at the 2009 Detroit auto show. Expect this new engine to become available across many other Ford product lines in the future, including Lincoln’s MKS sedan and upcoming MKT crossover.

We just finished reading Ford’s press release on the Taurus SHO, and we must say it was a totally meta experience. It’s not often that the first sentence of what is usually a double-speak-laden multipage document describes a car by giving a nod to the nods that your very own publication gave it way back when, but there it was: “The Taurus SHO joins Ford’s growing lineup of performance vehicles for the 2010 model year, building on the legacy of the original, which earned a spot on the Car and Driver 10Best list four years running.” (Okay, technically we only called it out by name in 1989 and 1992, with the full Taurus/Sable line getting the trophy in 1990 and 1991, but who’s to argue with praise bestowed on praise?)

Making its debut at the 2009 Chicago auto show, the all-new factory sleeper sedan will soon be the most powerful (and most expensive at a base price of $37,995) sedan in Ford’s lineup. It borrows its name from the original 1989 Super High Output model, which used a high-strung, Yamaha-sourced V-6 (later models used a Yamaha V-8). Although the engine isn’t entirely bespoke to this most powerful of bulls, it is the most powerful version of Ford’s much-ballyhooed twin-turbo and direct-injected 3.5-liter EcoBoost V-6. With an extra 10 hp over the EcoBoost mills in the Ford Flex and Lincoln MKS sedan and MKT crossover, the SHO packs a total of 365 hp and 350 lb-ft of torque. (We’re not sure that that qualifies as super high output, but we’ll let it slide.)

Putting that power to the pavement will be the job of a paddle-shifted six-speed automatic and a Haldex all-wheel-drive system. The transmission can behave as a normal automatic and also offers drivers the ability to enact rev-matched downshifts and to hold specific gears. Ratio changes can be summoned by a squeeze of either paddle for upshifts, with downshifts coming when the paddles are pushed forward. The suspension and steering also have been tweaked for this performance-oriented Taurus, with electronic power steering and new springs, dampers, and stabilizer bars.

An optional SHO Performance Package will offer a different calibration for the power steering, upgraded brake pads, a Sport mode for the stability-control system, and a 3.16:1 final-drive ratio in place of the standard 2.77:1 gearing. The package will also replace the standard 19-inch wheels with 20s wearing summer-performance tires.

Is that the New Taurus? Oh, Fo’ SHO.

Visual differentiation will be subtle, as it was with the original sleeper SHOs. The new car gets chrome-finished dual exhausts, a decklid spoiler, and a unique three-bar grille. A reinterpretation of the popular Deep Emerald Green offered on the 1991 SHO will be called Atlantis Green Metallic. Inside are leather seats, aluminum-trimmed pedals, aluminum trim, and plenty of SHO logos. Keyless start and Ford’s SYNC voice control system for the phone and stereo come standard. A reverse camera, radar cruise control, a blind-spot monitoring system, massaging seats, navigation, and an upgraded Sony sound system are options.

While the Taurus has grown significantly in the ten years since the SHO badge was last applied to the car, Ford’s flagship sedan promises to offer an added level of enjoyment to the updated-for-2010 Taurus. Do you think the mention of the 10Best award in Ford’s release means they want to be asked back next year? We’ll take a page from their ad campaign and ‘Drive One’ before making that decision.

Owners of the original Ford Taurus SHO, gathered at a Taurus Car Club of America track day at GingerMan Raceway in South Haven, Michigan, are slightly startled as they approached the massively high greenhouse and roofline of the latest 2010 Taurus SHO. “It’s big, seems bigger than the last,” one of them says while closely examining the VIN of our early-build test car.

The reaction seems about right to us as the new Taurus is a massive, 8/7ths-scale car that’s more than half a foot taller than Ford’s first super-high-output version of its Taurus family sedan. This latest SHO, which returns after a 10-year hiatus, has the same awkward proportions of the weird Outback sport-utility/sedan model that Subaru used to make, except that Ford’s tasteful design tries to hide the SUV-like size and succeeds.

It’s a new world out there, SHO faithful, but we imagine you already know that. Twenty years ago, your 220-hp SHO was the third-quickest sedan in the country, outrun only by the BMW M5 and 750iL. But today, most family sedans equipped with V-6 engines make more than 250 horsepower and are quicker than that first SHO. We almost feel bad for first-gen SHO owners because watching a V-6 Camry—with an Elmo sun blocker and a baby seat—pull away from what was once the American sports sedan must play hell on memories of what used to pass for speed.

What happened to the SHO? Arguably, the disarmament campaign began in ’92, just four years after its debut. That second SHO suspiciously offered, for the first time, an automatic transmission. The 1996 Taurus SHO that followed was yet another attempt to capture more sales in the calmer waters of the mainstream. Speaking of water, that SHO was the one that looked like an automotive tribute to the noble lungfish. Weak, heavy, bulge-eyed, and—in that iteration—sold only with an automatic transmission, that last SHO before the hiatus seemed like little more than a cynical attempt to mine the scrap of credibility the letters S-H-O had acquired.

Even true believers have to admit the third generation didn’t quite live up: “I bought one of the last ’99 SHO models, thinking it might be a collector’s item one day,” a Taurus clubber recalls. “I kept it until I was beaten by a Pontiac Grand Am GT in a drag race.”

Now, more than a decade later, a new Taurus SHO has arrived, and it’s large, but is it in charge? And why is this new SHO so big? Possible explanation: After the Fusion came along to compete with the Taurus’s previous rivals, the Camry and the Accord, the pressure was off the Taurus to compete for mainstream family-sedan sales, and as a result, it bloated into obesity. And racked by the news that its big brother, the Crown Victoria, had become fleet-sales only, the Taurus continued to expand, to its current length of 202.9 inches. What we now have is a Taurus SHO that weighs 4346 pounds—998 pounds more than the original.

Fortunately, Ford has added some super-high output to mitigate the super-high mass. For the first time, a Yamaha-built engine is not under the hood of a SHO. Not to worry: Ford’s 3.5-liter “EcoBoost” V-6 makes 365 horsepower at 5500 rpm and 350 pound-feet of torque at 3500 rpm. The engine features direct fuel injection, variable intake-valve timing, and two small turbochargers that put out a maximum of 12 psi of boost. Power delivery is impressively immediate and like a small-block V-8’s; a high static compression ratio of 10.0:1 helps eliminate any feeling of turbo lag. The engine gives no hints that it’s turbocharged—there’s no whistling, no waiting, no signs that intake-air molecules are being forced together like veal calves except perhaps our as-tested fuel economy of 16 mpg. Even at a steady 80 mph, our Taurus had trouble topping 20 mpg.

Throughout the day at GingerMan, we repeatedly hear “Do a burnout!” and “Light ’em up!” yelled at us. But the standard all-wheel-drive system of the SHO allows only a brief shriek of the front wheels before the power is sent rearward. The Performance package on our test car includes a shorter final-drive ratio, which helps the SHO surge forward with more authority from a stop. Launching it is easy: Hold your foot on the brake, raise the revs, and release the brake. It rips to 60 mph in 5.2 seconds, 0.2 second quicker than the V-10–powered Audi S6. From U.S. highway speeds, the SHO accelerates into triple digits as if it were raised in Germany. But the 133-mph governed top speed—that’s 10 mph lower than the 1989 original’s—is a major clue that this car wasn’t designed with the autobahn in mind.

While the engine’s ability to move the SHO through space is hard to fault, the intake and exhaust tracts seem to have taken the credo, “silence is golden,” too seriously. Even when revved toward the 6200-rpm redline, the intake and exhaust systems emit only the briefest of snarls, indistinguishable from the naturally aspirated V-6 in the base Taurus. Few noises of any kind permeate the SHO’s double-pane front glass and acoustically treated windshield glass. If it weren’t for the constantly changing scenery, you’d almost never know the SHO was in motion. Suspension noise is almost nonexistent, and the sturdy structure is imperturbable. The measured 70 decibels at 70 mph was a surprise, as the SHO seems dead silent. Trust us, there isn’t enough ambient noise to hide even the daintiest flatulenc

The German penchant for silly eyewear has expressed itself in the headlights of Mercedes-Benzes for a while now, and the 2010 E-class continues this proud tradition. Gone are the ovoid frames of the last E-class, in favor of a hipper set of squared-off lenses. The rest of the E-class is similarly predictable—it’s still an upright sedan, its dimensions are within fractions of an inch of the previous generation’s, and the same engines as last year power it.

The angular theme starts at the headlights and spreads rearward to form a chiseled yet still conservative body. The only peculiar and controversial aspect of the design is the upside-down swoosh that runs over the rear fenders. Mercedes tells us that the rear fenders are supposed to recall the ’50s Ponton models; we think Nike’s lawyers might want to take a look. The fenders do look better in person if wheels 17 inches or larger are selected, sizes that will be standard on U.S.-bound E-classes.

Underneath is an all-new unibody structure that Mercedes claims is 30 percent stiffer and able to meet future crash requirements. The beefier structure leads to a weight increase of 150 pounds in the E350 and 260 pounds in the E550, according to the company. Predictably, acceleration from the 268-hp, 3.5-liter V-6 E350 and the 382-hp, 5.5-liter V-8 E550 suffers—zero-to-60 times will likely be slower by a few 10ths compared with last year’s results. In the fall, the 507-hp E63 AMG joins the lineup. A 50-state-legal diesel E320 Bluetec will be added early next year. All engines will be equipped with a seven-speed automatic.
Specifications

VEHICLE TYPE: front-engine, rear- or 4-wheel-drive, 5-passenger, 4-door sedan

ESTIMATED BASE PRICE: $57,000–$69,000

ENGINES: DOHC 24-valve 3.5-liter V-6, 268 hp, 258 lb-ft; DOHC 32-valve 5.5-liter V-8, 382 hp, 391 lb-ft

TRANSMISSION: 7-speed automatic with manumatic shifting

DIMENSIONS:
Wheelbase: 113.1 in Length: 191.7 in Width: 73.0 in Height: 57.2-57.8 in Curb weight: 4050–4300 lb

PERFORMANCE(C/D EST):
Zero to 60 mph: 5.0-6.2 sec
Zero to 100 mph: 12.0-15.2 sec
Standing ¼-mile: 13.6-14.6 sec
Top speed (governor limited): 130 mph


FUEL ECONOMY (C/D EST):
EPA city driving: 14-17 mpg
EPA highway driving: 21-24 mpg

The interior is a pleasing mix of high-budget S-class materials and a few entry-level C-class–like buttons. Shifting is now done via a column-mounted stalk, as in the S-class. Plastics, leather, and wood blend harmoniously, and new, more thickly padded seats improve comfort substantially.

The big change in the driving experience is a shift away from the somewhat sluggish and slightly disconnected steering to a more connected and responsive rack—not to the level of BMW tactility but a move upward. Similarly, the E550 we drove had a retuned Airmatic suspension that was more agile than we can recall in previous E-classes. At freeway speeds, wind and road noise is hushed, and the Benz does a convincing Lexus impersonation but with a ride that is even more composed.

Until the revised S-class arrives this fall, the E-class will be Mercedes’ poster boy for safety. But a lot of the E’s safety gear is optional, such as blind-spot detection, lane-departure warning, automatic emergency braking, Adaptive High Beam Assist (which automatically varies the headlight angle and intensity depending on traffic conditions), and Night View Assist with pedestrian detection. Standard safety equipment includes 11 airbags and Attention Assist, which monitors driver behavior and sounds a warning and flashes a light on the dash in response to signs of drowsiness.

Without the E-class, the Mercedes-Benz showroom would have no center—just the entry-luxe C-class, the lavish S-class, a mix of SUVs, and the thunderous AMG models. Priced from about $57,000 and rising above $90,000 for the upcoming AMG model, the E-class’s role is to bridge the gap. The best part of this new, more luxurious E is that it leans more toward the S-class side of the family, ultrahip eyewear and all.

Caught in wagon form wrapped in plastic camo, spy images of BMW’s new 5-series show the mid-sizer is taking shape with a broader snout and a larger twin-kidney grille similar to that of the new 2009 7-series. A rounded tail also alludes to a more conservative familial resemblance as the German automaker continues to tone down the controversial flame-surfaced styling of the current 5-series.

While we expect more information at an auto show later this year, the new 5-series will be slightly longer, wider, and lower than the existing car when it arrives in early 2010. It will again feature a hybrid steel-aluminum structure, with the doors, hood, and roof made of the lighter metal. However, this is in contrast to the existing car’s design, which employs aluminum for nearly the entire front half of the vehicle for optimum weight distribution. The new structure is easier and less expensive to manufacture, yet still could aid handling by offsetting the weight of the engine and lowering the center of gravity. Rear-wheel drive is standard and the automaker’s xDrive all-wheel-drive system will again be optional, and expect the torque-vectoring active differential from the X6 crossover to be offered as an option on certain models.

Turbos and Technology

Although Europeans will be able to opt for the company’s slick 3.0-liter twin-turbocharged diesel, it's uncertain if BMW will expand the use of the mill in the U.S. beyond the current X5 and 3-series. U.S. buyers will likely only be able to choose from gasoline-fueled six- and eight-cylinder engines, with the 400-hp, 4.4-liter twin-turbocharged V-8 (currently used in the X6 and new 7-series) likely leading the charge and replacing the existing 360-hp, 4.8-liter V-8 in the 550i. Count on the 3.0-liter twin-turbocharged inline-six to be the volume powerplant in the guise of a 535i and to launch concurrently or shortly after the V-8.

While the current ZF six-speed automatic transmission may be offered initially, expect the new car to follow the path of the 5-series Gran Turismo and sport new 8-speed automatic gearboxes across the range. A hybrid model will likely follow shortly after launch. Nearly all 5-series variants also will sport start-stop systems, which use a larger starter motor to allow the engine to quickly shut down and restart after prolonged stops, but BMW has declined to offer such systems in U.S. market cars in the past. Also sure to be included is the latest version of iDrive with updated menu buttons, along with a head-up display and the 7-series sedan’s pedestrian-recognizing night vision and roadsign recognition technology, although it has yet to be confirmed if these features will make it to the U.S.

What About M?

While it likely is too early to begin speculation of a new M5, a boost in power and a more user-friendly transmission are safe bets. M5 mules have been spotted with cutouts in their front fascias, indicating they may be packing a pair of turbos and intercoolers underhood. Another possibility is a tweaked version of the 555-hp, twin-turbo V-8 used in the X6/X5 M. And given the criticisms leveled on the current M5’s clunky SMG single-clutch automated-manual transmission, the adaptation of the M3’s seven-speed M DCT dual-clutch unit would be a boon to performance, drivability, and efficiency. As always, stay tuned for additional details.

When the apocalypse comes, be it a viral holocaust, rampant diabetes, or a plague that wipes out coffee crops, those on a month-long camping trip atop Mt. McKinley will return to face new challenges. Who will tend the farms? Plow the driveway? Empty the septic tank? The first step will be driving to the closest Wal-Mart to forage for canned goods, batteries, ammo, and Ho Hos.

Sure, the roads will be largely deserted, but there will be telephone poles strewn about, overturned trucks, lots of burning stuff, and a finite supply of fuel. And we can't forget other survivors whose embrace of pacifism surely lies between Himmler and Genghis Khan. And although the Four Horsemen of the Apocalypse only feature four horsepower, they're probably pretty quick and scary looking, so you'll want something fast. What to drive?

The best vehicle to have parked in your post-apocalyptic driveway is an M1A2 Abrams tank. You and your bestest buddies hunkered inside are protected against nuclear, biological, and chemical threats, and its thirsty 1500-horsepower turbine engine will burn pretty much anything flammable. There is little match for 138,000 pounds of charging curb weight, including buildings. If you don't live close enough to a National Guard armory to crack a hatch and drive off, however, consider these ten other vehicles, some of which are production models and some that are, well, you'll see Don't judge the FJ's hardware by its reasonable $22,755 starting price—the Cruiser borrows many parts from its more expensive siblings, including a chassis shared with the Lexus GX and drivetrain components from Toyota's own 4Runner. Standard 32-inch tires practically beg to be driven over hills and dales, curbs, and Corollas. All those gnarly skid plates aren't just there for show; the FJ can be spec'd out with an electronically locking rear differential. Ultimate doom is hell on bodywork, so you can rebody your FJ by ditching the doors, taking advantage of the pillar-free arrangement for a versatile thrashabout

Track T-800CDI

The Track T-800CDI is produced by Dutch company E.V.A. Products, which also manufactures custom motorcycle bits and accessories. These brilliant fellows let Daimler spend millions to develop a small-displacement turbocharged diesel, as installed in the Smart, then stuffed said engine into a custom motorcycle frame. Moreover, they've modified the 800cc engine to run on diesel, bio-diesel, or SVO (straight vegetable oil). While other survivors are dueling over remaining petroleum reserves, you can fill up from every abandoned semi, restaurant, or grocery store with the oil product of your choice. With more than 20,000 McDonald's locations in North America, finding french-fry oil shouldn't be an issue. And you won't have to fill up too often—The T-800CDI gets up to 100 mpg and promises a 115-mph top speed. With flat-black Raptor styling, it'll help you look like the post-apocalyptic bad-ass you'll need to be

DAF 95 Turbotwin X1

One of the meanest machines ever raced, period, the DAF 95 Turbotwin X1 was created by the Dutch manufacturer to conquer the 1988 Paris-Dakar Rally, one of the most demanding, spectacular, and dangerous speed contests ever conceived. The X1 features two 11.6-liter diesel engines mid-mounted in an aluminum space frame and triple turbocharged to produce 1200 horsepower and 3466 lb-ft of torque. Each. 2400 horsepower and almost 7000 lb-ft of torque made this 11-plus-ton truck good for 150 miles an hour, although we'd slow down a bit for surface irregularities like trees and housing developments

Volkswagen has always played a major role in the Baja 1000, and for 2009, it will enter the first diesel-powered trophy truck, which will leave the starting line two days after its L.A. auto show press unveiling.

First illustrations show that this Touareg has very little in common with those that VW has developed for the Dakar rally. The Baja Touareg looks similar to the series production model, but its dimensions are extended by about ten percent. "It looks like an XL-sized Touareg," says a VW spokesman.

The Touareg Trophy Truck is rear-wheel-drive, with power coming from a 5.5-liter V-12 that’s closely related to the engine in the Le Mans–winning Audi R10 TDI. Output from the mid-mounted powerplant measures 550 horsepower and 625 lb-ft of torque. For a racing engine, this is a wickedly quiet unit that emits little sound apart from the whir of turbochargers working overtime. Unlike gasoline-powered entrants, whose fuel-tank size is unlimited, diesel-powered vehicles are limited to 65 gallons in the Baja 1000.

A pair of such Touaregs will be driven by Mark Miller (co-pilot: Willie Valdez Jr.) and Ryan Arciero (co-pilot: Benny Metcalf Jr.)—all experienced American racers. Arciero Miller Racing in Foothill Ranch, California, built the chassis; the engines were prepared in Germany.

VW will release more details at this monster's launch in Los Angeles. A few days later, we will see the crazy Touareg in action. There may be 631.35 miles to cover, but only 19.13 of them have a speed limit.

Racing diesel-powered Jetta sedans sounds like a business plan for Formula Snooze. Pumping out in the realm of 170 hp, the cars aren’t exactly top-fuel dragsters. That’s why diesels, in this country, are best known for eking out impressive fuel economy. But on a weekend in June, we discovered that the Volkswagen Jetta TDI Cup is a terrific racing series, mostly because the cars are identical and the young drivers are ambitious and competitive. This is not a series for gray-sideburned SCCA warriors—it’s set up by VW as a driver-development program for persons 16 to no more than 26 years old. (Of course, the occasional slippery and seasoned automotive writer manages to squeeze in, as you can see.)

The TDI Cup car is a Euro-spec model with 170 hp, 30 more than found in the American Jetta TDI. Torque gets pumped up to 258 lb-ft, from 236, and the final race car weighs in tidily at just under 2900 pounds. The cars burn racing diesel fuel, a blend of 95 percent synthetic diesel and 5 percent biodiesel, and have full exhaust systems with diesel particulate filters. Interestingly, an entrant can drive the entire 10-race season on just two tankfuls of the stuff. It’s about the only bargain.

The twin-clutch DSG automated manual gearbox is optimized for racing—meaning it upshifts right at redline. The Jetta’s suspension is stiffened, monster brakes are fitted—14-inch discs up front with four-piston calipers, both components taken from the Audi R8—and the car rolls on 18-inch Pirelli slick racing tires. Inside, the VW sedan is stripped out and fitted with a Recaro racing seat, a full safety harness, a fire-extinguisher system, a roll cage, a driver’s-side window net, and an AiM data-logging system with a digital readout and shift lights.

The Equipment Also Includes a Pretty Damn Good Instructor

Entrants undergo four days of evaluations by VW at Infineon Raceway in Sonoma County, Northern California. The drivers then have to come up with the $45,000 entry fee for the season. There are other costs—those talented enough to be selected must pay their way to the events and underwrite any crash damage. In return, VW provides all preparation, fuel (both tanks’ worth!), and tires, not to mention driver training, data access, fitness programs, and media and PR training. Each race has $5000 in prize money ($1000 to the winner), and the series champ gets a cool $100,000.

The driver training is headed by Jan Heylen, a Belgian who raced go-karts against such luminaries as Formula One champions Fernando Alonso and Kimi Räikkönen. Heylen is just 29, but his dues paid include winning the prestigious Formula Ford Festival in 2002 and having raced in the Champ Car World Series. For the TDI Cup, he sets a baseline time at each circuit, and advises the youngsters on driving and race etiquette, among other tasks.

The 30 drivers in this year’s series, which runs from late April into September, are 17 to 26 in age. They run the gamut from karting brats who view this as a career pit-stop to SCCA autocrossers struggling hard to break into professional racing. So it’s natural that there’s a palpable tension between the guys and girls who are competing on shoestring budgets and bank loans, and the kids who come well-heeled. That’s because the poorer crowd can’t afford to use their Jettas as battering rams, while the latter are able to launch banzai maneuvers with the knowledge that damage-repayment checks will be arriving later from the home front.

Sure, I’ll Drive Your Tricked-Out German Economy Sedan

I was invited to drive in one of the Jettas at Mid-Ohio Sports Car Course, a top-notch road circuit near Columbus. As an SCCA pro-racing series, the Jetta TDI Cup serves in the undercard role to big-name events such as the American Le Mans Series or the Grand-Am Rolex Sports Car Series, the latter of which was the main attraction during our weekend.

I went on a tour of the track the Friday before the June 12 race with Heylen and series organizers and factory drivers Mark Miller and Ryan Arciero. It was more of a track ride in a golf cart, stopping at appropriate places.

Gullwing doors may have helped the De Lorean DMC-12 land a starring role in the Back to the Future series, but even the people who dreamed up the movie car’s Mr. Fusion and flux capacitor saw gas as the fuel of 2015.

Mercedes is set to one-up Universal Studios. The company has now confirmed what was being widely assumed a week ago, namely that it will sell an electric version of its upcoming gullwing-equipped SLS supercar. The electric car, which will ride on an unmodified version off the SLS’s aluminum monocoque, will boast four electric motors totaling 526 hp and 649 lb-ft of torque—37 fewer hp than the gas car but 170 more lb-ft. With transaxles fore and aft sending power to all four wheels, Mercedes is claiming a 0–62-mph time of “around four seconds” and a top speed in excess of 125 mph.

The electric motors are mounted just inboard of the suspension components, an arrangement Mercedes says is superior to vehicles utilizing hub-mounted motors because it reduces unsprung weight. The motors draw their energy from a liquid-cooled lithium-ion battery split into three 108-cell, 16-kWh modules—one living in what would be the gas-powered car’s engine bay, one in the center tunnel, and one behind the seats—for a total of 48 kWh. For comparison, the Chevy Volt has only one 16-kWh battery pack.

The batteries, referred to by Mercedes as a “pilot phase,” are a product of Deutsche Accumotive GmbH and Co. KG, a tongue-twisting joint venture between Daimler AG and Evonik Industries AG, a global chemical manufacturer with fingers in the automotive and pharmaceutical pies, among others. Expect a range of 110 miles before an eight-hour recharge is necessary. Deliveries are scheduled to begin in 2013, two years before Marty McFly will arrive from 1985.

Gullwing doors may have helped the De Lorean DMC-12 land a starring role in the Back to the Future series, but even the people who dreamed up the movie car’s Mr. Fusion and flux capacitor saw gas as the fuel of 2015.

Mercedes is set to one up Universal Studios. The company has now confirmed what was being widely assumed a week ago, namely that it will sell an electric version of its upcoming gullwing-equipped SLS supercar The electric car, which will ride on an unmodified version off the SLS’s aluminum monocoque, will boast four electric motors totaling 526 hp and 649 lb-ft of torque—37 fewer hp than the gas car but 170 more lb-ft. With transaxles fore and aft sending power to all four wheels, Mercedes is claiming a 0–62-mph time of “around four seconds” and a top speed in excess of 125 mph.

The electric motors are mounted just inboard of the suspension components, an arrangement Mercedes says is superior to vehicles utilizing hub-mounted motors because it reduces unsprung weight. The motors draw their energy from a liquid-cooled lithium-ion battery split into three 108-cell, 16-kWh modules—one living in what would be the gas-powered car’s engine bay, one in the center tunnel, and one behind the seats—for a total of 48 kWh. For comparison, the Chevy Volt has only on 16-kWh battery pack.

The batteries, referred to by Mercedes as a “pilot phase,” are a product of Deutsche Accumotive GmbH and Co. KG, a tongue-twisting joint venture between Daimler AG and Evonik Industries AG, a global chemical manufacturer with fingers in the automotive and pharmaceutical pies, among others. Expect a range of 110 miles before an eight-hour recharge is necessary. Deliveries are scheduled to begin in 2013, two years before Marty McFly will arrive from 1985.

Related posts:

1. Mercedes to Produce All-Electric SLS AMG Supercar
2. 2012 Mercedes-Benz SLS AMG Roadster – Spied
3. 2011 Mercedes-Benz SLS AMG – First Drive Review
4. 2010 Mercedes-Benz SLS AMG Gullwing – Official Info
5. 2011 Mercedes-Benz SLS AMG Gullwing – Official Photos and Info

Tags: Coupe, eDrive, Electric, Electric Vehicle, German, Mercedes-Benz, Mercedes-Benz SLS AMG, Sports/GT, Supercar |

When we first drove the 2007 Ford Harley-Davidson F-150 Supercharged, we reported that the supercharged engine—originally planned for production in 2008—was a last-minute addition to the line for 2007 in response to consumer interest in the F-150 FX2 Extreme truck shown at the 2006 SEMA show.

Ford promised we'd see a full run of trucks in 2008, with special paint and badging to commemorate Harley-Davidson's 105th anniversary.

That truck has officially been announced, and Ford has released these photos. Mechanically, the 2008 H-D F-150 is identical to the 2007 model, both in naturally aspirated and supercharged forms. But the 2008 gets a new paint job, new wheels, and special 105th-anniversary badges.

Inside, the seats are wrapped in two-tone black and tan leather to match the exterior. Black and tan is a long way from the garish black and orange on Harley Fords of yesteryear, but on the supercharged models of today, there's plenty of audacious under the hood.

We’re not sure who thought up the whole muscle-truck idea, but it’s not a terribly sensible one. By most measures, pickups are rather ill-suited for speedy travel, with innately lousy aerodynamics, high centers of gravity, nose-heavy weight distributions, and working-class suspensions. Adding buckets of power doesn’t turn them into sports cars, just marvelously brawny statements of one’s masculinity (or perhaps compensation for lack thereof).

That, of course, didn’t stop Ford from dishing out a few thousand 360- and 380-hp, supercharged SVT F-150 Lightnings from 1999 until 2002. Nor did it deter Dodge from cramming a 500-hp Viper V-10 into its 2004–2006 Ram SRT10. Brazen as they were, they were also far more expensive and less practical than standard pickups, with tap-dancing, solid-axle rears that gave them high-drama handling, especially in inclement weather. Still, as with anything (or anyone) so obnoxious, there is a certain appeal, and so we sorta miss those screwy behemoths now that they’re gone.

We’ve Been TundraStruck

And so we were intrigued when Toyota offered us some seat time in a short-bed, standard-cab Tundra that had been given a thorough in-house mechanical makeover using widely available and warranty-compliant TRD parts. The top-billed mod was a Roots-type supercharger taking the truck’s already stout 381-hp, 5.7-liter V-8 into the power stratosphere with 504 pressurized ponies and 550 lb-ft of torque. How do you say “Lightning” in Japanese? Calling it the “TundraStruck” would perhaps be more fitting.
Specifications

VEHICLE TYPE: front-engine, rear-wheel-drive, 2-passenger, 2-door truck

PRICE AS TESTED: $42,502 (base price: $25,480)

ENGINE TYPE: supercharged and intercooled DOHC 32-valve V-8, aluminum block and heads, port fuel injection

Displacement: 346 cu in, 5663cc
Power (SAE net): 504 bhp @ 5500 rpm
Torque (SAE net): 550 lb-ft @ 4000 rpm

TRANSMISSION: 6-speed automatic with manumatic shifting

DIMENSIONS:
Wheelbase: 126.8 in Length: 209.8 in Width: 79.9 in Height: 73.5 in
Curb weight (C/D est): 5300 lb

PERFORMANCE (C/D est):
Zero to 60 mph: 4.7 sec
Standing ¼-mile: 13.5 sec


FUEL ECONOMY:
EPA city/highway driving:
14/18 mpg (before modifications)

The truck started out as an unassuming red Tundra SR5 press vehicle. From there, TRD added not only the supercharger ($5875), but also a dual-exhaust system ($1065) and a “Big Brake Kit” with 16-inch cross-drilled front rotors and six-piston calipers ($2795). The rest of the transformation came courtesy of performance-tuned front and rear shocks, revised front coil and rear leaf springs, and a new rear sway bar ($1464), plus forged and polished 22-inch TRD wheels wrapped in massive 285/35 performance rubber ($4699). In total, the truck wound up lowered by 2.0 inches up front and 2.5 inches in the back, imparting some much-needed bad-ass-itude to the Tundra.

“Like Driving a Ballistic Building”

Now, we at Car and Driver are generally given to the notion that there are no such things as too many ponies or too much twist. Of course, one must have the traction to harness them. Trying to launch an unladen, rear-drive pickup with the power of a thousand suns was, to put it mildly, difficult. The truck’s traction-control light was on more often than it was off no matter where we were—the freeway, Sunset Boulevard, our living room. “It’s like you’re always on snow,” said C/D technical editor Aaron Robinson.

But we sure had fun trying. Dusty conditions at an impromptu testing location precluded us from getting trustworthy test numbers, but we feel pretty confident saying this truck would accomplish 0–60 in about 4.7 seconds and conquer a quarter-mile in 13.5 seconds. As with the Lightning and the SRT10, the sensation of such a big thing charging forward so dramatically is eerie; Robinson described it best: “It’s like driving a ballistic building.”

Accurately controlling the truck was sometimes as difficult as putting its power down. The gas pedal offered little resistance, which meant that bumps in the road inadvertently turned into highly dramatic, unintended-acceleration events. While it had good on-center feel, the unmodified steering system communicated nothing once the wheel was turned. Ride, on the other hand, wasn’t nearly as awful as we had expected, considering the paper-thin tires, stiffer dampers, and lower ride height. Indeed, the TRD suspension upgrades offered better body control during power transitions over the stock truck.

An Idea as Stupid as It’s Always Been

Still, what became abundantly clear is that goosing up a pickup truck to supercar output levels remains an exercise in wretched excess, not to mention a recipe for even more dismal fuel economy. And we think the TRD supercharger might work better under the hood of Toyota’s equally massive Sequoia SUV, a vehicle with more weight on the back end and thus, we surmise, better able to make use of the extra helping of go power. Of course, that thing would be stupid—and stupid fun—too.

The wraps have been pulled off Audi’s new A5 Sportback. The hatch-totin’ sedan basically combines an A4 wagon and an A5 coupe with the roofline of an upside-down whale, while offering little of those things’ respective practicality, sexiness, or baleen.

Enough Engines to Make Our Heads Spin

The A4-based car won’t be coming to America, but Europeans have six engines to choose from at launch, all of them direct-injected, and all of them turbocharged. Three TDI diesels are on offer: a 2.0-liter four-cylinder making 170 hp and 258 lb-ft of torque, a 2.7-liter V-6 good for 190 hp and 295 lb-ft, and a 3.0-liter V-6 that produces 240 hp and a mouth-watering 369 lb-ft. Acceleration to 62 mph is claimed at 8.7 seconds, 8.2 seconds, and 6.1 seconds, respectively.

There are gasoline engines on tap, too, including the ubiquitous VW Group 2.0-liter turbo four—it comes in 180-hp/236-lb-ft or 211-hp/258-lb-ft flavors—and a 3.2-liter V-6 rated at 265 hp and 243 lb-ft. Zero to 62 mph takes 6.6 seconds with the two most powerful motors, according to Audi.

The assortment of engines are bolted to either a six-speed manual, Audi’s Multitronic CVT, or the seven-speed S tronic double-clutch gearbox, but the permutations are myriad enough to give us headaches—and that’s not even factoring in the front-wheel-drive and Quattro all-wheel-drive variations—so we won’t go into it here. If we didn’t find it confusing enough, Audi also says it plans to offer a further three engines in the car, including a less-powerful version of the 2.0 TDI and a 1.8-liter gas engine, the latter to serve as an entry-level model that will be offered only with front-wheel drive and a manual gearbox.

The top-spec diesel and gas V-6s can be outfitted with Audi’s so-called “sport differential,” which we’ve sampled in the 2010 S4. It can send up to 100 percent of available torque to the outside rear wheel to mitigate understeer. It works similarly to torque-vectoring systems from Acura and BMW, and has proved effective when we’ve driven cars so equipped.

Styling’s the Thing

Of course, the powertrains are similar to those found in other Audis—it’s the A5 Sportback’s styling which is going to attract buyers. The car is certainly handsome, but we don’t find it completely successful, and we think there are better looking cars even in Audi’s own showroom, namely the A4 sedan and A5 coupe. Heck, even the long-in-the-tooth Mercedes-Benz CLS-class, which started all this “four-door coupe” nonsense, is a more successful take on the body style. Even so, it’s clear that the top-spec A5 Sportbacks, outfitted with S-line body kits and big, 20-inch wheels, will carry the day style-wise, since the lesser models seem pretty dowdy in comparison. We do admit that we’re basing our judgments on pictures; it’s possible the car will prove more mouth-watering in person.

Audi says it “did not design the Sportback to be a niche model,” and that it expects the car to sell in high volumes when it reaches European dealers in September. German pricing ranges from €33,650 (roughly $47,000) for a 2.0-liter gas model to €47,950 (about $67,500) for a top-spec TDI with Quattro. The prices basically fall in line with those of the A5 coupe and A4 Avant in Germany.

The 2008 Suzuki Reno ranks 31 out of 33 Affordable Small Cars. This ranking is based on our analysis of 35 published reviews and test drives of the Suzuki Reno, and our analysis of reliability and safety data.

The Reno delivers reasonable exterior style and interior spaciousness, but can't match the smooth handling, fuel economy, and number of standard safety features found in other cars in its class. It has been discontinued for 2009.

Although the 2008 Suzuki Reno is reasonably stylish, comfortable and well equipped, it isn't competitive within its class and price range on handling, fuel economy or safety. However, most reviews say the Reno is an adequate car despite only providing the bare minimum. The Washington Post says the Reno "is a city car, a neighborhood runner. It does well in those environments; and anyone buying the car for that specific use, as a daily urban commuter, is buying something of measurable value."

If you're looking for a city car with more all-around appeal, consider the Honda Civic. The Civic has come to stand for the key qualities of a small city car -- great handling, contemporary design and great gas mileage.

* "Suzuki's cheapest car is a sleek-looking and practical hatchback that comes standard with many power features and a seven-year/100,000-mile powertrain warranty. But the driving experience is very forgettable-the Reno finished dead last in a recent seven-car comparison test." -- Car and Driver
* "Reno's surprises went beyond performance. Compact car; big ambitions. Welcome to Reno." -- Sacramento Bee
* "A decent little hatchback for people in need of inexpensive, reliable but otherwise unremarkable personal transportation." -- Washington Post
* "With perky acceleration, responsive brakes, and agile lane-change maneuverability, it's the frugal-with-flair alternative" -- Motor Trend

Reno Performance - 6.6 (Mediocre)

The Suzuki Reno is plagued by slow acceleration, sloppy handling and only moderate fuel economy. The Washington Post says "at suburban and urban commuter speeds, it feels downright substantial. Just don't make the mistake of taking it on the highway for too long a run." continue
Reno Exterior - 7.8 (Good)

The Suzuki Reno looks good, but many say it lacks emotion. Kelley Blue Book says although it looks "attractive, it isn't as expressive as some of the other entry-level vehicles in its class." continue
Reno Interior - 7.6 (Good)

The Reno's interior cabin is generally praised for its comfortable seats, convenient standard features and competitive storage space. Not everything is perfect, though. The Detroit News says, "Little things add up to a less than perfect score." continue
Reno Safety - 6.5 (Mediocre)

Reviewers hardly seem impressed with the Reno's very short and basic list of standard safety features. Plus the 2008 Reno gets mediocre scores in government and insurance industry crash tests. continue
Reno Reliability - 4.0 (Mediocre)

The 2008 Suzuki Reno reliability score shown is the Predicted Reliability rating provided by J.D. Power and Associates. This score is based on trending the past three years of historical initial quality and dependability data from J.D. Power's automotive studies, specifically the Vehicle Dependability Study (VDS) and the Initial Quality Study (IQS). The Suzuki Reno's basic warranty is good for the first three years or 36,000 miles and a fully transferable zero-deductible seven-year, 100,000-mile powertrain limited warranty

The 2009 Hyundai Accent ranks 22 out of 33 Affordable Small Cars. This ranking is based on our analysis of 45 published reviews and test drives of the Hyundai Accent, and our analysis of reliability and safety data.

The Accent pleases reviewers with its undeniably good value and generous interior space for such a small car. Those same reviewers say the Accent would make a better showing among affordable small cars if it abandoned its blah styling and had more pep on the road.

Your old beat-around-town commuter car is crumbling at the same rate as the economy. You can't hold off on buying a new vehicle. If this is you, the '09 Hyundai Accent might be one of your smartest options. Reviewers predict that practical shoppers will like the Accent's lengthy warranty, low MSRP, high gas mileage and expansive cabin. However, other writers point out the Accent's slow acceleration, overly soft ride and drab exterior.

If the Accent's low points stand out more in your mind than its high ones, you might find the Mazda3 is more what you're looking for. The 3 definitely isn't as expensive as it looks -- and its performance is one of the sportiest of the class.

But if you're impressed with what the Accent has to offer and willing to overlook a few shortcomings, you should note the Accent now offers a variety of trims -- the GS and SE three-door hatchbacks and the GLS four-door sedan. Cruise control is now offered for 2009.

* "The blue plate special of the day." -- Motor Week
* "It's roomy, fun to drive, economical, and has a long warranty -- and that's just what we need." -- About.com
* "The enjoyable and value-packed 2009 Hyundai Accent proves that an entry-level economy car needn't be a penalty box." -- Edmunds
* "The Hyundai Accent is a competent subcompact car that's big inside and sprightly underway. It includes an impressive array of standard safety features and is certainly worthy of being considered alongside more expensive models from other manufacturers." -- New Car Test Drive
* "The 2009 Hyundai Accent holds up very well against the competition in this class. As a stylish sedan with excellent quality and durability, the 2009 Hyundai Accent is a good purchase for any consumer searching for a reasonably priced model. With superior engineering, the 2009 Hyundai Accent is certain to hold its resale value for years to come." -- Associated Content

Accent Performance - 6.8 (Mediocre)

The 2009 Hyundai Accent's driving experience is a toss up. Car and Driver notes, "Rides nice but gets a bit oingy boingy on the twisties." Meanwhile, New Car Test Drive finds, "Nobody buying a Hyundai Accent will expect sizzling performance, yet the 1.6-liter four-cylinder engine is surprisingly snappy, even with the automatic transmission." Even so, the Accent's gas tank holds onto fuel better than other small cars. The EPA rates the 2009 Accent at 27/33 mpg city/highway with the five-speed manual transmission, and 26/35 mpg city/highway with a four-speed automatic. continue
Accent Exterior - 7.6 (Good)

Car and Driver says the Accent is "never going to get you arrested," but by sporting a Hyundai badge on its nose, it's "never going to get you noticed," either. Other auto writers are equally unimpressed with the '09 Accent's appearance. The car is available in three-door hatchback or four-door sedan trims. continue
Accent Interior - 7.6 (Good)

As a whole, reviewers are surprised by the Accent's cabin. The layout and material quality of the dashboard and gauges are better than expected, just as the comfort and space for up to five passengers is greater than anticipated. Even cargo room for the sedan or three-door hatchback is up to the standards of the class. continue
Accent Safety - 6.3 (Mediocre)

The 2009 Accent's federal government crash test scores are somewhat high, but similar tests by the insurance industry are low, with the Accent receiving a "Poor" rating in side impact tests. continue
Accent Reliability - 6.0 (Mediocre)

The 2009 Hyundai Accent reliability score shown is the Predicted Reliability rating provided by J.D. Power and Associates. This score is based on trending the past three years of historical initial quality and dependability data from J.D. Power's automotive studies, specifically the Vehicle Dependability Study (VDS) and the Initial Quality Study (IQS). The 2009 Hyundai Accent has a new vehicle warranty that's good for five years or 60,000 miles. Hyundai's powertrain warranty covers the first 10 years or 100,000 miles, and there's five years of 24-hour roadside assistance offered for new Accents

The 2010 Toyota Corolla ranks 16 out of 33 Affordable Small Cars. This ranking is based on our analysis of 28 published reviews and test drives of the Toyota Corolla, and our analysis of reliability and safety data.

The Corolla is still a great option for those who want dependability, comfort and a great value. But it doesn't have the versatility, style or power of the top-scoring cars in the class.

Undeniably, the 2010 Toyota Corolla is a reliable, comfortable and fuel-efficient option. It was one of the best selling vehicles of 2008, and is also a top pick among compacts in our 2009 U.S. News Best Cars for the Money. But in a large and competitive class or sporty and funky compacts and hatchbacks, the Corolla doesn't have much to set it apart. Nor is it the cheapest.

While reviewers are quick to note you can't go wrong with a Corolla, you still might have more fun driving another small car. The redesigned 2010 Mazda3 has the peppy performance the Corolla lacks, and just-added features like Bluetooth connectivity and heated front seats. Opinions are split on the Mazda3's modified exterior, but all reviewers agree the car makes a visual statement that the Corolla does not.

The 2010 Corolla is a front-wheel drive sedan available in five trims. Redesigned for the 2009 model year, it added a 2.4-liter engine option and standard anti-lock brakes. The Corolla carries over virtually unchanged this year, but adds standard stability control for all trims. Be sure to check for current Toyota deals that may be available on a new Corolla.

* "The 2010 Toyota Corolla generally gets the job done. But the Honda Civic, Hyundai Elantra and Mazda 3 are similarly priced compact sedans that do it better, and all have similar (or even better) modern reputations for reliability." -- Edmunds
* "Disagree if you must, but we don't think it's entirely our fault that we don't get all tingly over a new Toyota Corolla the way we do over, say, a new Honda Civic. Both are entirely capable people movers, but it has been a long time since Toyota offered up a Corolla that genuinely appealed to those of us who ask for a little panache with out people moving." -- Car and Driver
* "Truth be told, it is a nifty way to get around.-- Marketwatch
* "It's the perfect carpool-commuter and ideal for small families wiling to ride in an efficient alternative to SUVs, minivans, and the Prius." -- Motor Trend
* "The Corolla remains a solid economy sedan that combines Toyota's legendary reputation for quality with astounding fuel economy." -- Automobile Magazine

Corolla Performance - 7.6 (Good)

The 2010 Toyota Corolla is a safe ride as opposed to a sporty one, and improvements to the car's powertrain and chassis have done little to change that perception. However, Car and Driver notes that "performance, clearly, is not what Corolla buyers care about. They'll appreciate the smooth, quiet engine, the subdued wind and road noise, and the soft ride." The car's staid drive also translates into higher fuel economy. continue
Corolla Exterior - 7.1 (Good)

Opinions are somewhat mixed on the Corolla's design. Some appreciate the car's simplicity, but others appear to want a more distinctive design. The Truth About Cars says, "Aesthetically speaking, there's nothing particularly kvetch-worthy about your basic Corolla. The lines are clean and understated (i.e. unrelentingly generic and utterly forgettable)." continue
Corolla Interior - 7.6 (Good)

The 2010 Toyota Corolla has comfortable seating for four, possibly five, but some critics say the Corolla's plain design and materials are only adequate compared to the quality of some competitors. According to Edmunds, "The 2010 Toyota Corolla's cabin is pleasant enough, but it doesn't stand out in any particular way." In addition, reviewers find the sedan's 12.3 cubic feet of cargo space is lacking compared to the highly configurable cabins of the Honda Fit or VW Rabbit. continue
Corolla Safety - 8.3 (Very Good)

Both the 2009 and 2010 Toyota Corolla perform well in federal government and insurance industry crash tests. In fact, the 2009 Corolla was an Insurance Institute for Highway Safety "Top Safety Pick" for good performance in front, side and rear tests. For 2010, Toyota provides standard Vehicle Stability Control and Traction Control for all trims. continue
Corolla Reliability - NA

The 2010 Corolla has a three-year or 36,000-mile basic warranty, and a five-year or 60,000-mile powertrain warranty. continue

BMW was close to bringing electric cars to market once before. At the 1991 Frankfurt auto show, the E1 concept car was unveiled to showcase electric-vehicle technology—and its styling, powertrain, and packaging was controversial within and outside the company.

But the E1 turned out to be not much more than a styling and engineering exercise. BMW says it had been planning instead to bring a fully electric version of the 3-series to market. The most optimistic scenario: to build up capacity over 10 years, to 40,000 units annually. While the maximum power output of the E1 was not impressive, charging cycles—just a few hours—were short even by today’s standards, and the range was impressive at more than 150 miles.

Attention shifted to safety issues when the sole E1 prototype caught fire during a charging session, ultimately leading to a blaze that not only destroyed the expensive electric prototype but also part of a building.

Electric power had been promoted mainly by BMW Technik, a wholly owned subsidiary of BMW (now dissolved) that performed advanced research-and-development work independent of BMW headquarters. Concerns about the cost and viability of the program were legion. “It was politically charged,” recalls an insider. The conflagration sealed the fate not only of the E1 but ultimately of the entire electric-drive program.

Meanwhile, BMW changed the corporate strategy to accelerate the hydrogen internal-combustion engine—a program that is currently being relegated to subordinate status. With the Mini E and “Project i,” of which major parts are developed by an outside engineering partner, the company is now picking up where it left off nearly 20 years ago.

BMW is planning to dramatically expand the number of offerings within its various model ranges, especially the strong-selling 3-series that is the backbone of the brand. All eyes are on the next 3, due for 2012.

Aside from the usual body styles—sedan, station wagon, coupe, and retractable-roof convertible—BMW will also build a five-door hatchback version featuring an aggressive design that will combine station-wagon practicality with coupelike style. In other words, the 3-series range will get its own version of the 5-series GT concept, BMW’s attempt to cross-pollinate an SUV and a station wagon. Like the 5-series GT, the 3-series GT will offer two adjustable seats with a center console in the rear and straddle the fine line between BMW SUV and BMW wagon in regard to overall height.

Optional equipment such as a lane-departure warning system, night vision, a system to prevent the driver from nodding off, and radar-based adaptive cruise control with collision-mitigating automatic braking will bring tech features of the 5- and 7-series into the realm of the 3.

Like the current 3-series, powertrain and suspension tuning will remain sporty. But for those who want greater control, BMW will offer a three-stage driving-dynamics button similar to that of Audi’s drive select. It will sharpen or soften damping as well as steering, gearbox, and throttle responses.

A new line of aluminum four-cylinder gas engines will get the latest technology, including variable intake- and exhaust-valve timing, sequential turbochargers, and direct fuel injection. Power output for the four-cylinder line will range from 135 to 220 horsepower—in the U.S., we’ll likely only get the 220-hp version. Purists need not fret; at least one gas inline six-cylinder engine is expected to survive the downsizing to four-cylinder power. But the 300-hp, twin-turbo six-cylinder in the 335i may be replaced by a 2.0-liter, sequential-turbo four-cylinder gas engine making nearly as much horsepower.

BMW will also offer a hybrid version of the 3-series. Like the system in the upcoming X5 hybrid, developed in a joint venture with GM, Chrysler, and Daimler, this one will augment the transmission with two electric motors. Expect a fuel savings of about 20 percent.

Badge-engineering has a bad name in the industry for a reason. It’s essentially a cheap way to expand a brand’s portfolio, but it does not respect heritage and brand values. Think of the ridiculous Chevy TrailBlazer–based Saab 9-7X or, further back, Cadillac grafting its logo onto a Chevrolet Cavalier and selling it as the Cimarron.

Yes, It’s Real

Imagine then what the Cygnet, an awkwardly restyled version of the 117.5-inch-long Toyota iQ minicar, is going to do to the image of Aston Martin, one of the most prestigious ultra-luxury brands and self-proclaimed “world leader in exclusive niche engineering.” Believe it or not, the blobby Aston Martin Cygnet, which is only a concept for now, is set to go on sale in Europe in the first half of next year.

The Toyota iQ was launched in January 2009 as Toyota’s answer to the rear-engine Smart. (It is likely to come to America soon badged as a Scion.) Unlike the Smart, but in typical Toyota fashion, the iQ is conservatively engineered. The tiny four-seater houses its powerplant up front and rides on a platform that draws heavily from the bigger Yaris. Weight varies depending on equipment and engine, but the iQ generally tips the scales at just over a ton.

According to an Aston Martin spokesperson, the company does not plan any changes to the iQ’s powertrain, and the Cygnet will likely become available with the iQ’s full set of powerplants. This includes a 67-hp, 1.0-liter three-cylinder gasoline engine; an 89-hp, 1.4-liter turbo-diesel; and a 97-hp, 1.3-liter gasoline four-banger. Toyota offers five- and six-speed manuals as well as a continuously variable transmission. With the most powerful unit, the Cygnet will be able to run from 0 to 60 mph in a leisurely 12 seconds or so. Top speed is quoted at 106 mph for the Toyota, and traveling that speed in the Cygnet should prove as thrilling as doing 200 mph in its supercar, er, siblings.

The iQ’s roof and door panels, and even the headlights and side mirrors, are carried over for the Cygnet. Of course, the Aston is also stuck with the iQ’s cartoonish proportions. The main changes pertain to the front end, which makes a comical attempt at being a grown-up Aston Martin by wearing the company’s trademark grille, as well as busy-looking air scoops which the Aston design team managed to squeeze onto the flanks and tiny hood. The interior is likely to be more sumptuous and more attractive than the iQ’s, offering multiple personalization choices at a similar level to that currently offered with other (actual) Aston Martins, according to the spokesperson.

Priciest. Tiny. Toyota. Ever.

The Aston tinsel comes at a price. “It is too early for us to specify an exact price,” Aston offers, “but we believe the Cygnet will be offered for around €25,000 to €30,000”—the equivalent of $35,000 to $42,000. By contrast, in Germany, the genuine article from Toyota starts at around €13,000 for a five-speed 1.0-liter and rises to just under €17,000 for a 1.3-liter with the CVT.

While the Cygnet’s styling, package, and powertrain may not endear it to current Aston Martin owners, its sheer exclusivity might convince some of them to buy one anyway. Because an Aston—or Lagonda—owner is what you need to be to be allowed to purchase the Cygnet, at least at the beginning. This arrangement will spare dealers the inconvenience of having common folk pulling up in their 9-7X or Cimarron, hoping to trade it in for a fuel-sipping runabout with a flashier badge, and Aston CEO Ulrich Bez sees the car as serving current Aston owners in a role “akin to an exclusive tender to a luxury yacht.“ (Besides, Cygnets will make great service loaners for Aston dealers, and who wants to parallel park a DBS for a quick run to Tesco to grab a packet of crisps?)

The chances the U.S. market will be spared are slim. “Our immediate priority is with existing Aston Martin customers and we will start to make the Cygnet available in Europe first. We would expect our existing largest markets, such as Italy, Germany, France, and the U.K., to have the highest demand. However, the U.S. will be a priority too,” Aston Martin offers. We can’t wait.

With 552 hp, a body to die for, and a 0–60 time of 3.2 seconds, the Lamborghini Gallardo LP560-4 has little room for improvement. But there is room for variation, and perhaps the most significant is the new Gallardo LP550-2 Valentino Balboni. Limited to just 250 units worldwide, the LP550-2 Valentino Balboni is named after Lamborghini’s esteemed test driver, who was hired by Ferruccio Lamborghini himself in 1967, and who has been instrumental in developing the dynamic attributes of every Lamborghini model introduced since 1973.

First Rear-Wheel-Drive Lambo Since the Diablo

Fittingly, Lamborghini honored Balboni by dialing up the excitement factor of what is already a pretty exciting car. Those familiar with Lambo’s naming practice, which combines a car’s metric horsepower and its number of driven wheels, have probably figured out the LP550-2’s biggest news: rear-wheel drive replaces the standard Gallardo’s four-wheel drive. Yes, the name also tells us that the LP550-2 Valentino Balboni is down 10 hp compared with the LP560-4 (542 versus 552 at 8000 rpm). But with just 3042 pounds of mass to propel—265 fewer than the LP560-4—the lost ponies aren’t likely to be missed. Torque remains the same at 398 lb-ft at 6500 rpm.

With just two wheels tasked with putting all that power to good use, finding adequate traction may be a challenge, which is perhaps why Lamborghini is quoting what seems like a conservative 0–60 time of 3.9 seconds for the LP550-2. But this car seems to be less about going quicker than imparting a friskier, tail-happier character to the Gallardo. After all, there are many drivers—and we suspect that Balboni is among them—who enjoy the particular thrill found only in supercars that feed power only to the rear wheels. The Gallardo’s transmission has been relocated to the back in the LP550-2, resulting in a 43/57 front-to-rear weight distribution. A 45-percent limited-slip differential has also been fitted, as have bespoke springs, dampers, anti-roll bars, and tires.

Distinct Regalia

The LP550-2 Valentino Balboni will be available starting in September and only as a coupe. All examples, regardless of color, will have a white-and-gold stripe running down the center of the car. Dark gray wheels conceal one of three coordinated brake caliper colors. The cabin features swaths of black leather and contrasting white details, as well as an all-white center console. Now officially retired, Balboni travels the world as a “Lamborghini brand ambassador.” Tough gig, Mr. Balboni, but now you have one fewer excuse for being late for your personal appearances.

With the world economy struggling to regain stability, carmakers from GM to Aston Martin are racing to downsize their product lineups. But Hyundai, traditional purveyor of small cars, has been bucking the trend with a steady cadence of ever larger and pricier offerings such as its ambitious rear-wheel-drive Genesis sedan and coupe. And now the company is thinking even bigger, as it nears a final decision on whether or not to offer its extravagant full-size Equus luxury car in America.

According to reports, Hyundai has already made up its mind and given a green light to the importation of the Equus, although Hyundai spokesman Jim Trainor wouldn’t confirm the reports, stating that the company is “still evaluating whether to bring the Equus here.” Only a year into its second generation, the Korean-market Equus (pronounced “eh-kwus,” which means “horse” in Latin), is a full-size luxury car based on the Genesis sedan platform but with roughly the same footprint as the Lexus LS460, a car which it closely resembles. Festooned with lots of gaudy details that play well with affluent Asian customers, the car’s brightwork would probably have to be toned down a bit for U.S. buyers, and the odd name is likely to change, too.

The Equus was shown in 4.6-liter V-8 form at the Chicago and New York auto shows earlier this year—a V-6 is also offered in Korea—and garnered a “surprisingly good response,” according to Trainor. A herd of 100 Equuses is currently dispersed across the country, visiting U.S. Hyundai dealers through the end of this summer as the next step in determining the feasibility of U.S. sales. Only the V-8–powered version of the Equus would be brought here, according to the reports, and in relatively low volumes (i.e. about 5000 per year).

As nice as the new Equus may be, Hyundai should be cautious about reaching too high too quickly, especially in an economy when even luxury stalwarts are rethinking their pricing structures. Hyundai should also examine the fate of the most recent super-luxe hyperextension of a mainstream brand, the Volkswagen Phaeton. Despite its opulence and overall goodness, the Phaeton ended up a bust on the U.S. market—and that was during an economic boom.

That said, being a scaled-up version of the Genesis architecture rather than a toned-down relative of the Audi A8/Bentley Continental, the Equus isn’t quite as high-tech and over-the-top as the 5000-pound, all-wheel-drive Phaeton. Nor would we expect Hyundai to try to charge as much for the Equus as did VW for the Phaeton, which topped $100,000 in W-12 form at the end of its run. An unnamed Hyundai source in an Automotive News report pegged the Equus base price at under $60K, although versions of the car sell for $80K or so in South Korea. If ultimately approved for U.S. sale, the Equus could appear at your local dealer as soon as July 2010.

Though it’s been around in one form or another for decades, Bentley’s huge flagship Arnage/Azure is soon to be retired. The 2009 Bentley Azure T, launched at the 2008 Los Angeles Auto Show, is the model line’s swan song—and with a 5.2-second 0-to-60-mph time and a 179-mph top speed, the three-ton ragtop represents a helluva way to go out.

But Bentley won’t be without a flagship for long. The ultra-lux market “is our heartland,” said Stuart McCullough, board member for sales and marketing, during an interview at the L.A. show. He went on to say that the Arnage replacement will have an “attitude toward craftsmanship and longevity.” We take that to mean it will have classic styling and a palatial, extremely lavish interior that does not strive so hard to look modern as its market rival, the Rolls-Royce Phantom.

At the same time, we should also expect the new car to utilize more space-age materials such as the advanced lightweight-polymer seat tracks rendered through rapid prototyping that are found in the $400K Brooklands coupe and the new Azure T.

Finally, the new flagship will also be a torque monster, just like its predecessors. McCullough said that the company focuses on “performance delivery”—i.e. forceful acceleration through extremely high low-end torque. “Our engineers are obsessed with low-end torque.” Good. So are we.

Bentley to Focus on Individualization in the Future

Without getting any more specific about that car, McCullough did give us an idea of what we can expect from Bentley as a brand. “We would like to take coachbuilding further.” He referenced Bentley’s history back in the 1920s and 1930s of selling a chassis and engine to a customer, who would then have input on the design of the body and interior that would be fitted around them. Of course, this initiative will have to work within today’s much stricter regulatory framework in terms of safety and emissions, he said. Bentley is already renowned, however, for its Mulliner custom-build program that includes long-wheelbase versions of the Arnage, armored cars, and purpose-built vehicles built for royalty, so if there’s any company experienced enough to know how far it can push the envelope, it’s Bentley.

Also—surprisingly—another Bentley insider at the show also said that the company is preparing a plan to reduce emissions of its cars “to Prius levels.” We’ll hear about this plan in early 2009, likely at the North American International Auto Show in Detroit, at which point we’ll see to what extent that might be an exaggeration.

Arnage Replacement to Have it All

The Arnage replacement, then, should embody all of the above: classic styling, a high level of customizability, and torque for days, with a nod to the environment tossed in for good measure. Bentley has released an official teaser image shown here, all but confirming its pledge to “classic styling,” with sheet metal sculpting reminiscent of the current Arnage. It will face more competition than ever, including not just the Phantom, but also the next-generation Maybach as well as the next Lagonda, which will be sold through Aston Martin dealer channels but is expected to share much with the Maybach. The new grand Bentley will be revealed (along with its name) at this year's Pebble Beach Concours d'Elegance on August 16.

As for derivatives of the popular Continental lineup, such as a rumored Continental “lightweight,” McCullough has no comment other than “anything is possible.”

Audi is getting ready to launch the R8 Spyder at the Frankfurt auto show this September. But the company told us that no teaser shots will be provided in advance, so these spy shots likely are the closest we’ll get to the real thing before then.

Like its cousin, the Lamborghini Gallardo Spyder, the Audi R8 Spyder will have a fabric top. Audi executives like to point out that every one of the company’s convertibles has a cloth roof rather than a folding metal one, unlike some BMW and Mercedes offerings. Today's state-of-the-art fabric tops are so well-isolated that they have virtually no disadvantages in the areas of noise, interior comfort and temperature, or high-speed driving.

Folding hardtops, on the other hand, can add weight and complexity, and they often call for ungainly changes to a vehicle’s shape to accommodate stowing the hardtop panels—witness the Ferrari California’s ungainly butt. Looking at the California, we don't want to start imagining what a folding-hardtop R8 would look like.

When the R8 was conceived, engineers were content with just having a coupe version, and a Spyder wasn’t under serious consideration. This changed after the initial success of the nameplate, and Audi came up with a conversion that looks organic and altogether convincing. We even think the loss of the coupe’s distinctive sideblade adds a touch of elegance.

The R8 Spyder will be launched with the magnificent 5.2-liter V-10 engine that makes 525 hp and is a close relative to the Lamborghini Gallardo LP560-4's 560-hp engine. It provides 391 lb-ft of torque; 0–60 should take four seconds or less, and top speed will be in the neighborhood of 195 mph. A slick-shifting six-speed manual box will be standard, but most customers will opt for the R tronic six-speed automated manual, which blips the throttle at virtually every downshift. In our opinion, though, even that bit of tech can't make up for losing the beautiful gated shifter of the standard transmission. The 420-hp V-8 might be added later, but it’s looking more likely that the V-10 will remain the only engine until the R8 is replaced by a successor a few years down the road.

As a more aggressive, streamlined company emerges from the ashes of General Motors, the fallen giant’s four remaining brands are adjusting strategies for their next generation of vehicles. The primary challenge is to comply with forthcoming stringent emissions and fuel-economy standards while still continuing to rebuild and define the brands’ images. This of course includes Cadillac, whose resurrection as an internationally respected, desirable luxury brand may be GM’s most remarkable recent achievement.

XTS Will Not Replace DTS—It Will Fight the Lexus ES

If everything goes to plan, Cadillac’s future sedan lineup could look more conventional, as the brand has stated its desire to avoid “tweener” cars such as the current CTS, which competes with both the BMW 3-series and 5-series. The new sedan strategy would encompass the following models: a full-size flagship to replace both the STS and DTS; an all-new, appropriately sized 3-series fighter; the CTS, which would be freed up by the smaller car to truly gun for the 5-series; and a mid-size Lexus ES competitor to be called the XTS.

But there have been obstacles. A large rear-wheel-drive sedan based on the Australian Zeta platform, which underpins the Chevy Camaro and soon-to-die Pontiac G8, was the most prominent casualty of tightening fuel-economy standards. The platform would have made an excellent top-of-the-line sedan for Caddy, but its weight and rear-drive layout aren’t particularly efficient. The project, internally dubbed DT7, is basically dead.

With that project’s demise and with the Northstar engine—and the DTS and STS models that use it—going out of production next year, a significant gap will need to be filled at the top of Cadillac's lineup. Cadillac recognizes the need to offer a vehicle above the CTS; one insider says the brand wants to avoid becoming the "CTS brand.” That flagship, our sources indicate, could be derived from the SLS, a stretched STS sold in China. For U.S. duty, the car would be reskinned and use a version of GM’s small-block LS V-8. This makes some sense, as a rear-drive eight-cylinder car on the Sigma architecture would be a better competitor to the German heavyweights than a soft-riding car based on some version of the Epsilon platform—which underpins the Chevy Malibu—as other reports have indicated.

But that car will exist. Rather than be a large STS/DTS replacement, however, it will be a slightly down-market, plush, front-drive (or front-drive-based AWD) model that Cadillac will build on a stretched Epsilon platform. This sister model to the Buick LaCrosse is currently under development, and will be offered with normally aspirated V-6 engines. It will clearly emphasize comfort over dynamics, in the mold of the Lexus ES, and will be the same size as the ES, too. This car, which will probably be called the XTS, will begin production at GM’s Oshawa, Ontario, plant in late 2011.

Gunning For the 3-series In Earnest?

More exciting, we think, is a compact rear-drive sedan positioned below the CTS and built on the on-again/off-again rear-drive Alpha platform. This sedan would be a true BMW 3-series competitor, and we'd love to see it make production. But it could still be derailed by cost; the Alpha platform is reported to cost nearly as much to produce as the Sigma platform used by the CTS, and a previously planned cost-amortizing Pontiac variation obviously is off the table. While we think using a shortened Sigma platform would make the most sense, we actually hear that Bob Lutz—who will fully retire from GM at year’s end—is championing scrapping the Alpha platform for an all-wheel-drive variation of the Delta architecture, which houses the Chevrolet Cruze and the next-gen Opel Astra. But such a Cadillac spun off the Delta platform would be awfully close to the BLS—a.k.a. the "Bob Lutz Special"—the infamous first-generation Epsilon derivative that completely bombed in the European market.

The next-gen CTS, Cadillac's core model, will come after all the above. Cadillac aims to grow the CTS slightly for its third iteration, placing it even more firmly in BMW 5-series territory. Before that, however, the stunning coupe version of the current CTS will debut this year, with a high-performance V variation arriving shortly thereafter.

Smaller Escalade Coming, Cadillac City Car a Possibility

There’s news regarding the rest of Caddy’s lineup, too. Like the just-launched 2010 Cadillac SRX, the highly profitable Escalade will be downsized for its next generation. Expect the flamboyant SUV to become slightly smaller but somewhat more sophisticated as it migrates to the Lambda crossover platform, which it would share with the Buick Enclave and Chevrolet Traverse, among others.

On the other end of the size spectrum, an aggressive-looking, front-wheel-drive city/commuter car is being discussed. Design proposals for this "premium small-car project" have been created for various GM brands, and they’ve all been described to us as stunning, with the Cadillac version in particular standing out. The project would be appropriate for the times—and could perhaps help repair Cadillac’s BLS-tarnished rep in Europe—but GM hasn't yet figured out how to make it profitable.

The slow-selling XLR roadster, Cadillac’s de facto halo car and one of the first production vehicles to wear the brand’s Art and Science design language, will not get a replacement. It joins the Allanté in the dustbin of respectable but ultimately unloved Cadillac two-seaters. Instead, expect the Chevrolet Volt–based Converj plug-in hybrid to serve as the brand’s halo if it reaches production, thanks to eye-popping styling, relatively low production numbers, and lofty fuel-economy figures.

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C/D Overview:

The Camaro is finally back and it appears to have been worth the wait. Styling is inspired by the Camaros of the late '60s, but the new car is fully modern and rides on a version of the Pontiac G8's platform. The 395-hp V-8 version should give the Mustang something to think about.

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Highs

Classic good looks inside and out, refined chassis, lots of power, approachable price.
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Lows

Big V-8 is out of step with the times, heavy and bigger than you might expect.

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Behind The Wheel

The V-6 version offers impressive power and refined road manners that remind us of the Pontiac G8. With 300 horsepower, it almost renders the V-8 versions obsolete. Notice, however, that we said "almost."