The top achievers in fuel economy for the 2009 model year are hybrids, nabbing five spots on our Top 10 list. Retaining the throne for 2009 is the Toyota Prius, with EPA mileage estimates of 48/45 mpg city/highway. There are diesel representatives on the list, too, with the Volkswagen Jetta diesel’s manual and automatic versions taking spots seven and eight. New this year is the new-for-2009 Smart ForTwo. See the complete list here.

A large number of 2010 models are already on sale, but many more are not, so we can’t definitively place 2010s in a new list yet. A few 2010 models that will surely gain recognition in the next list are the Ford Fusion/Mercury Milan Hybrid (41/36 mpg), Honda Insight (40/43 mpg), Lexus RX 450h (32/28 mpg) and Toyota Prius — pictured — (51/48 mpg). All four are currently on sale.

The great survivor of the sports car world – the Porsche 911 – has evolved again. Porsche today unveils the latest in a long line of 911s and the new one heralds the arrival of Porsche’s new twin-clutch transmission (dubbed PDK) and direct-injection. Amazingly, it makes the coupe nearly as fuel efficient as a family car, nudging 30mpg.

Porsche 911: the 2009 model year

There’s no new model designation this time: it remains a 997 at heart and Porsche calls the latest 911 a ‘second-generation 997’, despite a raft of technical changes under the same-again skin. It’s the same pattern as with the 996, which was revised after four years in production.

Two models are available at UK launch on 5 July 2008, both in coupe and cabriolet guise:

• Carrera: 3.6-litre flat six, 345bhp (up 20bhp), 0-62mph 4.7sec
• Carrera S: 3.8-litre flat six, 385bhp (up 30bhp), 0-62mph 4.5sec, 188mph

The Carrera will cost £63,070 for the coupe (£70,360 for the cabriolet), while the Carrera S starts at £70,360 (£77,650 for sun worshippers).

That's the condensed version of the new 911 story. Read on for the full, detailed breakdown of the most significant changes since the 911 ditched air-cooling.

Click ‘Next’ to read about the engineering changes and discover how Porsche has made the 911 more acceptable in the eco age

Click here to read the updated 911 drive review

Click here to see the first drive video of the Porsche 911

We are seeing a growing preference for cars with a sense of openness. In line with this trend, Kia Motors is focusing on developing cars that provide a wide field of vision and openness in the relatively confined space of an automobile. A great way to create a bright and airy interior is to put in a sunroof.


More and more people are opting for sunroofs for added convenience and style.

A sunroof provides increased headroom for the driver and passengers. It also gives you a bigger sense of freedom when driving outside the city. Moreover, driving with an open sunroof will let you enjoy the refreshing outside air.

The Forte Koup development team put much effort into securing openness, which was seen as a crucial element in projecting an airy and spacious feeling and offering a fun driving experience.

In most compact sedans on the market, the motor that operates the sunroof is located in the front, ie, above the driver’s head.

We decided to move the motor towards the back. Although this entailed additional cost, we believed it was more important to get a wider field of vision.

However, shifting the motor to the back of the headliner presented a problem. The motor caused the headliner above the rear seat to protrude and droop.

Because the Forte Koup is a two-door model, the drooping headliner reduced headroom for rear seat passengers.

To resolve this problem, we came up with technology to narrow the gap between the motor and headliner. After numerous CAD design and simulations, we were able to minimize the protrusion and maintain the shape of the headliner.

Countless hours and ideas went into developing the Forte Koup’s sunroof. Providing expansive views of blue sky, this stylish sunroof will give you an experience you’ve never had with other coupes.

IRVINE, CA - Volvo Cars of North America, LLC (VCNA) announced pricing for its 2010 model year lineup. The announcement continues to illustrate the tremendous value across the Swedish automotive manufacturer's entire line of cars, wagons and SUVs.

The 2010 Volvo vehicle line has undergone enhancements to its model mix along with the introduction of the exciting XC60 with standard City Safety. The XC60 3.2 expands the line with a lower MSRP, front-wheel drive and improved fuel consumption (estimated 18 city and 27 highway). Other highlights include the addition of the new V70 R-Design sport wagon and the new S80 luxury sedan. The S40 and V50 will once again be offered with a standard five or six-speed manual transmission. The five-speed automatic is now optional.

Model MSRP

C30

* C30 T5 Manual $24,100
* C30 T5 R-Design M $26,300

C70

* C70 T5 M $40,000

S40

* S40 2.4i M $26,200
* S40 T5 R-Design Automatic $31,150
* S40 T5 AWD R-Design M $31,350

V50

* V50 2.4i A $28,700
* V50 T5 AWD R-Design M $33,050

V70

* V70 3.2 A $33,550
* V70 3.2 R-Design A $38,000

S80

* S80 3.2 FWD A $39,200
* S80 T6 AWD A $42,950
* S80 V8 AWD A $50,950

XC60

* XC60 3.2 A $32,395
* XC60 T6 AWD A $37,200

XC70

* XC70 3.2 AWD A $37,950
* XC70 T6 AWD A $42,800

XC90

* XC90 3.2 A $37,700
* XC90 3.2 R-Design A $39,500
* XC90 V8 AWD A $47,500

Prices do not include a destination charge of $850 per vehicle.

The 79th International Geneva Motor Show sees the introduction of the exciting new 2010 Model Year Lotus Exige S with a newly designed front end, a new rear wing and impressive emissions of just 199 g/km CO2.

The Lotus Exige is a renowned high performance coupe that has a well earned reputation of choice for drivers who demand uncompromised performance, both on the road and on the track.

Lotus has always pursued efficiency and fuel economy and for the 2010 Model Year Lotus Exige S, Lotus has reduced the emissions to only 199 g/km CO2 and increased the fuel economy to an impressive 8.5 litres/100 km on the Official European Combined Cycle and a frugal 6.5 litres/100 km on the Official European Extra Urban Cycle.

The 2010 Model Year also sees the introduction of a few key changes to the Exige to enhance the look and improve aerodynamic performance. A restyled front end and new larger, rear wing that not only reduces drag, but also gives a more muscular stance enhancing the lightweight shrink-wrapped look of the whole car.

The composite rear wing is based on the design from the Exige GT3 road car concept shown at the Geneva Motorshow in 2007. Compared to the 2009 Model Year Exige tailgate mounted wing it is 181 mm wider and mounted 46 mm higher and 61 mm further back. It is attached to the rear bodyshell clam via rear end plates which not only increases the stiffness of the whole structure but also ensures that as much of the airflow as possible passes over the rear wing. This careful airflow management increases stability, reduces drag and, most importantly, maintains the impressive downforce figures of 42 kg at 160 km/h.

The restyled front end includes a larger, more angular air intake mouth to help funnel more air through the radiator, to improve the efficiency of the engine system. Ahead of the front wheels on either side of the main aperture, two larger air intakes increase the airflow to the twin oil coolers. Horizontal vanes bisect these oil cooler air-intakes to stabilise the airflow to further increase the cooling efficiency.

Since the Exige S2 was launched in 2004, the power has increased from 190 hp through 220 hp to 240 hp in standard road form – more for the track centric Exige Cup 260 - and the new larger air intakes improve engine cooling for these current higher powered Exige variants.

Mounted below the three new air intakes is a new aerodynamic splitter for the 2010 Model Year Exige. Made from a lightweight composite, the splitter is nowextended to wrap around the whole of the front end and chiseled side lips are raised to deflect air around the tyres to reduce drag.

HERNDON, Va., August 7, 2009: Audi is the first car manufacturer in the U.S. to feature FSI direct injection technology in all of its gasoline engines.

-- Innovative 3D navigation with SIRIUS traffic on all models (except A8).
-- Two TDI clean diesel models launched within one calendar year in 2009.
-- All Audi models have available or standard LED daytime running lights.

PHOTO (select to view enlarged photo)
Audi S5 Cabriolet
Audi today released pricing for many of its 2010 model-year offerings, which are headed to authorized Audi dealerships to meet strong consumer demand.

Audi is adding a variety of new vehicles and product enhancements in its 2010 model year portfolio. Chief among the advances: Audi stands as the only automaker in the U.S. featuring efficient and performance-tuned FSI direct injection technology with all of its gasoline-powered engines. Audi will also offer navigation as standard equipment for a limited time on 2010 Audi A6 Premium Plus models. And every Audi model will have distinctive LED daytime running lights as available or standard equipment.

Audi moved sales of many 2010 models ahead by several weeks following a successful sell-down of the previous model-year inventory. Sales of the 2009 Audi A5 and S5 coupes, for example, finished July 57.2 percent ahead of the sales pace set in the first seven months of last year. Demand for the all-new Audi Q5 has been exceptionally strong since its February introduction to consumers, with sales hitting 6,724 units by the end of July. Here is a summary of the product highlights and pricing news for the 2010 model-year Audi cars and SUVs:

Click PLAY to watch video

2010 Audi A3
The Audi A3 has both pioneered and led a new premium compact car segment since its U.S. introduction in 2005. In 2009, worldwide sales of the successful A3 had exceeded 1.9 million, and that number continues to swell today.

To ensure the 2010 A3 stays ahead of the ever-growing pack, Audi has made available a number of upscale features, including upgraded wheels and standard Xenon headlights with LED daytime running lights on Premium Plus models. Every 2010 A3 showcases the sporty Audi DNA with S line exterior upgrades now standard on all models and quattro all-wheel drive available with the award-winning 2.0 TFSI engine.

In 2010, Audi remains the standard by which luxury interiors are judged, and the 2010 A3 is no exception. Buyers can choose wood-accented interior details for the first time in 2010, and leather/alcantara seats are available on Titanium Sport models as well. The A3 is now available in either Premium or Premium Plus trim, allowing the buyer to conveniently add popular luxury features with one click.

A3 2.0T model year 2010 Pricing and Model Changes

(excluding $825 destination charge, taxes, title, options and dealer charges)

A3 2.0T FWD (Manual) Premium $27,270
A3 2.0T FWD (Manual) Premium Plus $29,270

A3 2.0T FWD (S tronic(R)) Premium $28,750
A3 2.0T FWD (S tronic(R)) Premium Plus $30,750

A3 2.0T quattro (S tronic(R)) Premium $30,850
A3 2.0T quattro (S tronic(R)) Premium Plus $32,850

A3 2.0 TDI clean diesel will be available in December 2009; pricing for that model will be announced at a later date.

-- 3.2 FSI engine option discontinued
-- S line exterior equipment now standard on every A3
-- Titanium package is now Titanium Sport Package (now includes sport
suspension and seats)
-- Leather/alcantara seat now available as part of Titanium Sport
packages
-- Wood interior trim now available
-- Xenon headlights with LED DRL standard on Premium Plus model

-- Wheels upgraded in appearance


2010 Audi A4
More than a midsize luxury sedan, the Audi A4 has been vital to the Audi growth as a brand in the United States. Currently, the A4 sedan alone sells more than 40,000 units annually in the U.S., while competing with the BMW 3 Series and Mercedes-Benz C-Class. Competition in the segment is fiercer than ever, with new Japanese rivals joining each year. Despite this, the A4 2.0T manages best-in-class fuel economy, while also posting better 0-60 mph times and torque statistics than its six-cylinder, all-wheel drive competition (BMW 328xi, Mercedes-Benz C300 4Matic, and Lexus IS250 AWD).

PHOTO (select to view enlarged photo)
Audi S4
In 2010, the bar is raised even higher, with features like third-generation MMI featuring SIRIUS traffic, and LED taillights on Premium Plus and Prestige models. Prestige models will now include navigation and voice control, while Premium models will see Bluetooth and Homelink packaged together as an option.

A4 sedan model year 2010 Pricing and Model Changes

(excluding $825 destination charge, taxes, title, options and dealer charges)

A4 2.0T FWD Sedan (Multitronic) Premium $31,450
A4 2.0T FWD Sedan (Multitronic) Premium Plus $35,000

A4 2.0T quattro Sedan (Manual) Premium $32,350
A4 2.0T quattro Sedan (Manual) Premium Plus $35,850
A4 2.0T quattro Sedan (Manual) Prestige $41,050

A4 2.0T quattro Sedan (Tiptronic(R)) Premium $33,550
A4 2.0T quattro Sedan (Tiptronic(R)) Premium Plus $37,050
A4 2.0T quattro Sedan (Tiptronic(R)) Prestige $42,250

A4 2.0T quattro Avant (Tiptronic(R)) Premium $35,350
A4 2.0T quattro Avant (Tiptronic(R)) Premium Plus $38,850
A4 2.0T quattro Avant (Tiptronic(R)) Prestige $44,550

S4 sedan will be available in September 2009; pricing will be announced at a later date.

-- Navigation models now equipped with 3rd Generation MMI and SIRIUS
traffic
-- LED taillights on Premium Plus and Prestige models
-- Bluetooth and Homelink now packaged together as option on Premium
model
-- Bang & Olufsen premium audio system now available as option on
Premium Plus
-- Prestige now includes Navigation (3G MMI) and Voice Control
-- Audi Side Assist now an optional package with Audi parking system
advanced

-- S line wheel changes to 7 double spoke (formerly 5 tri-spoke).

2010 Audi A5
Acclaimed by the media for its beautifully innovative styling and superb driving dynamics, the A5 becomes even more attainable in 2010, thanks to the introduction of a 2.0 TFSI variant, which delivers 211 horsepower and an astounding 258 lb-ft of torque through quattro all-wheel drive. A 2010 Audi A5 quattro with manual transmission can now be had for a full $4,700 less than its predecessor, a manual transmission-equipped 2009 A5 3.2 quattro.

The progressive design of the A5 continues to give the swooping coupe an appearance that is both elegant and dynamic, with the only change in appearance being a new wheel design for the A5 2.0 T Premium, and LED taillights on Premium Plus and Prestige models.

"The Audi A5 is the most beautiful car I have ever designed," says Walter de'Silva, head of Volkswagen Group Design, with absolute conviction. The precisely drawn lines that gracefully interplay with powerful surfaces, the expressive front face, and the equally distinctive tail end yield a wholly desirable coupe. The daytime running lights, comprising a strip of eight LEDs on each side, make the A5's optional Xenon headlights absolutely unmistakable.

Inside, the driver is surrounded with the upscale features expected of Audi vehicles, including three-zone automatic climate control and an extra-large panoramic tilting roof, which lends the A5 an especially open and airy interior. Audi third-generation MMI is new for 2010, with lightning fast navigation, 3D map topography and SIRIUS traffic.

A5 coupe model year 2010 Pricing and Model Changes

(excluding $825 destination charge, taxes, title, options and dealer charges)

A5 2.0T quattro Coupe (Manual) Premium $36,000
A5 2.0T quattro Coupe (Manual) Premium Plus $39,500
A5 2.0T quattro Coupe (Manual) Prestige $44,300

A5 2.0T quattro Coupe (Tiptronic) Premium $37,200
A5 2.0T quattro Coupe (Tiptronic) Premium Plus $40,700
A5 2.0T quattro Coupe (Tiptronic) Prestige $45,500

A5 3.2 quattro Coupe (Tiptronic) Premium Plus $44,000
A5 3.2 quattro Coupe (Tiptronic) Prestige $48,800

S5 4.2 V8 FSI Coupe (Manual) Premium Plus $52,400
S5 4.2 V8 FSI Coupe (Manual) Prestige $56,250

S5 4.2 FSI (V8) Coupe (Tiptronic) Premium Plus $53,600
S5 4.2 FSI (V8) Coupe (Tiptronic) Prestige $57,450

A5 2.0 TFSI Cabriolet and S5 3.0 TFSI (supercharged V6) Cabriolet will be available in Fall 2009; pricing and availability will be announced at a later date.

-- 2.0 TFSI engine introduced with quattro AWD in manual and Tiptronic
transmissions
-- 3.2 FSI with manual transmission discontinued
-- A5 coupe moves to Premium-Premium Plus-Prestige line structure
-- 2.0T Premium now offers A5 a $4,700 lower price point in the market
-- Navigation models now equipped with 3rd Generation MMI and SIRIUS
traffic
-- LED taillights on Premium Plus and Prestige models

-- New wheel design for A5 2.0T Premium

2010 Audi Q5
The Audi Q5 has quickly established a firm foothold in a segment growing in both competition and overall market share, thanks to a sporting demeanor and rugged usability. In fact, the Q5 is the very definition of versatility, with a 0-60 time of 6.7 seconds and a best-in-class tow capacity of 4400 pounds. The availability of Audi drive select further solidifies the dynamic personality, allowing the driver to fine tune steering, engine, and damper characteristics at the push of a button.

Inside, three-zone climate control pairs with third-generation navigation to keep the Q5 on the cutting edge. In 2010, a new 20-inch, five-segment spoke wheel finds its way aboard S line variants, while a new Fine Grain Ash wood finish and ventilated front seats can be selected inside.

Q5 3.2 FSI model year 2010 Pricing and Model Changes

(excluding $825 destination charge, taxes, title, options and dealer charges)

Q5 quattro (Tiptronic) Premium $37,350
Q5 quattro (Tiptronic) Premium Plus $41,400
Q5 quattro (Tiptronic) Prestige $48,850

-- New Fine Grain Ash, Natural Brown decorative inlays (exposed grain,
matte finish)
-- New 20 inch five-segment spoke S line wheel (replaces five-double
spoke wheel)
-- Audi side assist now standard on Prestige model
-- New Luxury Package for Prestige model includes leather door armrests
and instrument panel top, and ventilated front seats in Milano leather
-- Bang & Olufsen Sound System now available as a standalone option on
Premium Plus model
-- Dakar Beige removed from exterior color program (still available via
Audi exclusive)

-- Indirect tire pressure monitoring system (uses ABS wheel speed sensors
instead of wheel-mounted units to detect air loss).

2010 Audi A6
Audi continues to improve its class-leading A6 sedan with the addition of a new, more powerful 3.2 FSI V6 engine upgraded with the Audi Valvelift System (AVS). The 265 horsepower engine complements the level of functional luxury present throughout the A6, and takes its place alongside the supercharged 3.0 TFSI and 4.2 FSI V8 engines to offer buyers a versatile array of powertrain choices.

Also for 2010, new Sport Packages sharpen the performance character of the A6 with lowered sport suspension, sport steering wheel and either all-season 18" or performance 19" tires. The 2010 Audi A6 capitalizes on the most successful of attributes of Audi design. For the first time, daytime running lights are standard on halogen-equipped cars.

Inside, buyers are treated to a new level of functionality and comfort. When equipped with an optional cold weather package, the A6 now comes with a heated steering wheel with shift paddles. Premium Plus models enjoy the luxury of standard cutting-edge third-generation navigation system that includes SIRIUS traffic logic.

A6 3.0T, 3.2 and 4.2 model year 2010 Pricing and Model Changes

(excluding $825 destination charge, taxes, title, options and dealer charges)

A6 3.2 FSI Sedan FWD (Multitronic(R)) Premium $45,200
A6 3.2 FSI Sedan FWD (Multitronic(R)) Premium Plus $48,100

A6 3.0 TFSI Sedan quattro (Tiptronic(R)) Premium $50,200
A6 3.0 TFSI Sedan quattro (Tiptronic(R)) Premium Plus $52,800
A6 3.0 TFSI Sedan quattro (Tiptronic(R)) Prestige $55,200

A6 3.0 TFSI Avant quattro (Tiptronic(R)) Premium $53,310
A6 3.0 TFSI Avant quattro (Tiptronic(R)) Premium Plus $55,830
A6 3.0 TFSI Avant quattro (Tiptronic(R)) Prestige $58,160

A6 4.2 FSI Sedan quattro (Tiptronic(R)) Prestige $60,950

S6 5.2 FSI (V10) Sedan quattro (Tiptronic(R)) Prestige $76,100
-- Daytime running lights standard on halogen-equipped vehicles
-- Navigation upgraded to 3G MMI and navigation and SIRIUS traffic logic
-- Reduced brake dust pads
-- New 3.2 FSI V6 engine with 265 horsepower
-- New 19" Sport Package with performance tires
-- New 18" Sport Package with all-season tires

-- Heated steering wheel with Cold Weather package

2010 Audi Q7 3.6, 4.2 and TDI will be available in October 2009, and pricing and equipment will be announced at a later date.

2010 Audi A8
The Audi A8 flagship sedan continues to be the embodiment of all things Audi. In both normal and long wheelbase, the car delivers buyers a level of luxury and performance unmatched elsewhere in the marketplace. For 2010, an efficient and powerful 4.2 FSI V8 engine - delivering 350 horsepower, powers the A8. The added stability and safety of quattro is standard on all trim levels.

The A8 boasts an innovative, lightweight aluminum Audi Space Frame body construction that helps to increase fuel economy and driving pleasure. The stylish, easily identifiable profile is accentuated on 2010 models with the addition of LED daytime running lights on all models. Brilliant LED tail lights both accent the vehicle's design and add extra visibility.

A8 4.2 FSI quattro and A8L 4.2 FSI quattro model year 2010 Pricing and Changes

(excluding $825 destination charge, taxes, title, options and dealer charges)

A8 4.2 FSI Sedan quattro (Tiptronic(R)) $74,550
A8L 4.2 FSI Sedan quattro (Tiptronic(R)) $78,400

-- W12 engine not available in the 2010 model year
-- S8 not available in the 2010 model year
-- Espresso Brown, Linen Beige, Light Gray and Impala Beige interior
colors discontinued
-- LED daytime running lights on all trims
-- 19-inch wheels standard on all normal wheelbase models
-- Trunk lid with S8 spoiler standard on normal wheelbase models
-- Optional carbon fiber interior inlays available on normal wheelbase
models
-- Ventilated massage front seats standard on long wheelbase models

-- Contrasting stitching and piping on long wheelbase models

Audi TT Coupe and Roadster
The iconic TT coupe and Roadster are back for 2010 with a simplified model lineup. With its timeless shape and inarguable performance, the Audi TT fulfills the desires of buyers looking for equal parts style and driving prowess. The efficient yet potent 2.0T FSI engine delivers 200 horsepower on command while still offering superb fuel economy- a perfect balance.

With a body shape flush with design elements from the 1920s Bauhaus style, the TT strikes a pose unlike anything else on the road. The body employs cutting-edge space-frame technology designed to be both incredibly light and strong at the same time. The construction also affords occupants a safe and roomy cabin.

Available as either a 2+2 coupe or a two-seat roadster, the TT incorporates an uncluttered interior design that harkens back to pure roadsters of the '50s. Fine materials and the utmost in craftsmanship are obvious on every surface.

TT Coupe 2.0T FSI and Roadster 2.0T FSI model year 2010 Pricing and Model Changes

(excluding $825 destination charge, taxes, title, options and dealer charges)

TT Coupe 2.0 TFSI quattro (S Tronic(R)) Premium $37,800
TT Coupe 2.0 TFSI quattro (S Tronic(R)) Premium Plus $39,800
TT Coupe 2.0 TFSI quattro (S Tronic(R)) Prestige $42,580

TTS Coupe 2.0 TFSI quattro (S Tronic(R)) Premium $45,900
TTS Coupe 2.0 TFSI quattro (S Tronic(R)) Prestige $51,950

TT Roadster 2.0 TFSI quattro (S Tronic(R)) Premium $40,800
TT Roadster 2.0 TFSI quattro (S Tronic(R)) Premium Plus $42,800
TT Roadster 2.0 TFSI quattro (S Tronic(R)) Prestige $45,580

TTS Roadster 2.0 TFSI quattro (S Tronic(R)) Premium $48.900
TTS Roadster 2.0 TFSI quattro (S Tronic(R)) Prestige $54,950

Audi R8
The supercar from Audi receives an all-new powerplant for 2010. The R8 5.2 FSI delivers breathtaking performance courtesy of 525 horsepower, and when equipped with a manual transmission, weighs just 3,571 lbs. The R8 is the culmination of knowledge gleaned from repeated Audi victories at Le Mans - the world's most trying motorsport arena.

With quattro on board, the Audi R8 takes advantage of every ounce of power, managing 0-60 mph in under 3.9 seconds when equipped with the 5.2 FSI V10. Despite the larger displacement, the 5.2 FSI still maintains beautiful poise on the track or the street, thanks to a low center of gravity and refined suspension.

Despite its light weight, the Audi R8 treats occupants to the highest material quality and comfort. A new iPod interface is standard for 2010, as is carbon fiber on the doorsills, exterior mirrors and body kit. Comfortable, yet supportive bucket seats cradle both driver and passenger in luxurious Napa leather, and an available parking assist system means the R8 is as easy to drive as it is powerful.

R8 4.2 FSI quattro and 5.2 FSI quattro model year 2010 Pricing and Model Changes

(excluding $1,200 destination charge, taxes, title, options and dealer charges)

R8 4.2 FSI (V8) quattro (6-Speed Manual) $114,200
R8 4.2 FSI (V8) quattro (R tronic) $123,300

R8 5.2 FSI (V10) quattro (6-Speed Manual) $146,000
R8 5.2 FSI (V10) quattro (R tronic) $155,100

-- R8 V10 5.2 FSI quattro coupe added to R8 line
-- Full LED lights optional on V8 and standard on V10
-- Carbon fiber doorsills, external mirrors and body kit available
-- Illuminated doorsills available
-- New titanium finish wheels
-- New Lava Gray exterior color
-- New Sepang Blue exterior color (V10 only)

-- New Amulet Red Fine Napa interior color

16 cars in 5 hours. That was the number of cars and time allotted to ride, drive and test them at the Ford, Mazda and Volvo 2010 Model Reveal. An 8 mile loop on So Cal Freeways did give one the chance at least get a feel for the cars and identify those I want to spend more time with on some of the fun roads to drive in the LA Area.

We were asked to drive a variety of cars from the basic transportation variety to all out fun sporty cars. The one request by Octavio Navarro of Ford was to keep in mind “would I buy this car, would I recommend it to a friend”. I actually came across several that I’d do that just with. Very easy task for me as I am actually finally looking at getting to retire the “dad car”.

Hands down winner for me was the 2010 Mazda 3s Grand Touring. Just plain fun to drive, an engine that begs you to wind it up and go and handling to match the capabilities. Driving aside I loved the new grill. It is part of the whole “Nagare” design theory in Mazda these days. For me that grill is a giant grin to close in on another car with a “neener neener neener” attitude as you run past them during your commute. This car, even with the stick is fun and easy to drive, even in our bump and go traffic. Add in its green factors and its actually a responsible car. It scored a very respectable 9/10 on its smog score and 7/10 on its EPA Global warming score.

For more of the new cars heading our way and my first drive impressions you need to make the jump.

The next hands down favorite in the fun to drive category turned out to be another Mazda. Mazda 6i Grand Touring had the same engine as the Mazda 3 but had slightly less power than the Mazda 3s. Not enough to make a difference, what you did notice is that the added bulk of the Mazda 6i didn’t really slow the car down. Completely loaded with a very user friendly navigation system it stickered in at a smidge under 30K.
2010 Mazda 6i Grand Touring

2010 Mazda 6i Grand Touring

It certainly was a car with a high-fun-to-drive factor. My niggle lies with the long take up clutch, certainly too long for quick gear changes which doesn’t really fit the “zoom zoom” as well as the Mazda 3. But if you need the room, especially trunk room (Mazda claims it is the largest in the class) this could well factor highly in the decision process.
2010 Volvo C30 "R" type

2010 Volvo C30 "R" type

Rounding off my favorite 3 had to be the Volvo c30. It has been a favorite since it launched a few years ago and certainly has the “want now” factor for me. The problem lies in that my commute is 20 feet door to door and I still need capacity for 3 in the back seat several times a week with kid errands. Bummer for me, but for the person wanting the perfect commute car that isn’t just an appliance this should be high on the list. The “R Type” Volvo provided was equipped with the turbocharged 5 cylinder engine that snarled when appropriate and settled in to a near silent cruise. Handling and ride were nicely balanced with the nod towards comfort when cruising. All I can say is “want” and would love to take it for a run behind Chatsworth Lake to get a real feel for how well it will handle in real life.

When I got the invite to the event I was hoping to see the new 2010 Taurus and Ford came through. They actually did one better and offered up an SHO model equipped with the new 3.5L Ecoboost v6. What a car.
2010 Ford Taurus SHO

2010 Ford Taurus SHO

Never in recent memory have I been in a big Ford that was made for great handling and a solid yet comfortable ride. The power-train was an even bigger surprise in that it is quick off the line fast, capable of hyper-legal speeds before you even get off the on-ramp onto the freeway. It just begged to be run hard and fast. Promised EPA numbers for the car are expected to be in the low 20’s which is a marked improvement over the Crown Vic it is replacing as the crown jewel at the top of the line up. Loved the car and see it doing well in the market now that gas prices have stabilized again . My hunch is that the large performance car fans currently at Pontiac will be moving over to the SHO now that that line has been killed by GM.
2011 Ford Fiesta pre-production prototype

2011 Ford Fiesta pre-production prototype

Another pleasant surprise was from Ford who provided a prototype 2011 Fiesta for our photo’ing and tire kicking. This is one of those “why can’t we have it here cars” that I saw when we were last in London.

It is a subcompact with an amazing amount of room due in large part to its high roofline. My understanding is that when they bring it here little will be done to change its European flavor. I’d take one to replace my little compact buzz-bomb as it is the perfect size for darting around LA without worrying if you’ll find a space big enough to park it. Performance is promised to be best in class as it will be equipped with 4cyl “ecoboost” engine. Should gas shoot up again its projected EPA numbers in the 30’s should make it even more appealing to us. I’ve been promised access to a press version in a couple of weeks for photo and driving. Anyone care to meet up and check it out with me?
2010 Volvo XC60

2010 Volvo XC60

The last vehicle that I spent a lot of time with a factory rep with was the Volvo XC60. I’m a car guy and just don’t get the whole suv/minivan/cross-over thingy’s. The XC60 intrigued the hell out of me largely due to all of the safety engineering and goodies on the vehicle.

I wrote about “City Safety” last fall and it continues to impress me. It is available on the 2010 XC60. In short should your attention be elsewhere in slow traffic that suddenly stops the car will stop itself to prevent you rear ending someone. Add in the host of roll over protection (In Sweden a car has to be pass the moose test, IE swerve to avoid one without crashing) and you have another Volvo that sets the safety bar for a class of vehicles.

Compared to some of the other cross-overs I have been in recently this was the most car like in both driving and riding. It didn’t have that lethargic something big dragging behind me while turning,bouncy too softly sprung ride, nor did it have that lumbering tire thump of others. In short it was the more enjoyable ride/drive in the class that I have had to date. The one I had the pleasure of driving was also equipped with all the bells and whistles available on the machine. City Safety aside, the one option that I really liked was the “Bliss” or blind spot monitor that let you know if there was someone in your blind spot with a warning lamp glowing brightly near the outside mirror.

Those with the need for the capacity of one of these vehicles should take a close look at the XC60 at is certainly class competitive if not setting the bar in terms of safety engineering.

As always the pics are all by me. They do get bigger with a click. You can also find more of the raw images on my flickr in the SHO, Mazda 3, Mazda 6, Fiesta, Volvo c30, and XC60 sets. For added grins check out the Lincoln “C” Concept set as well

Okay, okay. Hands up! We've miscredited the car pictured here as being the new, 2010 model year Discovery. Land Rover's not showing the facelifted Disco until next month, and we thought this was the 2010 Disco out early. But we got this one wrong... it's a bodykitted current gen Discovery.

We at CAR Online aren't too big to admit when we were wrong, so here's our correction. But the gist of the original story is still bang-on. So read on for the detail of the 2010 Disco – just ignore the bodykitted current model in our pictures!

So what is new on the 2010 Discovery?

Visually, it'll be a minor facelift. There's not much wrong with the Discovery's Tonka-toy styling, so the Gaydon designers will keep the updates low-key, with updated bumper, grille and light details. Although we can't see inside the new Disco, we hear there will be a tidied-up interior too.

And the mechanical changes to the 2010 model year Land Rover Discovery?

We've been writing for some time about the new family of engines being rolled out across the Land Rover and Jaguar ranges. The 2.7-litre V6 turbodiesel will continue on lower-spec Discoverys, but the new upgraded 3.0-litre V6 TD will feature, too, with new-gen common-rail systems operating at higher pressures for more precise fuel metering.

Although they will be small sellers in Europe, the 4.2 V8s will be replaced by the latest 5.0-litre direct-injection V8s. All engines offer more power and economy – crucial for this sensitive sector of the market.

You can read our verdict on the new engines in our first drives of the new Jaguar XK 5.0 and Jaguar XF 3.0 Diesel S.

What about the Range Rover family?

There's change afoot here, too. Last week we reported on how the Land Rover LRX concept is to be rebadged as the production Range Rover LRX and shown in 2010 with showroom sales slated for 2011. But the group's range-toppers, the Range Rover and Range Rover Sport, will also receive a makeover next month with the addition of these cleaner engines and a plethora of detail design changes.

- S4 sedan is repositioned to be more attainable without compromises in performance or features.

- A5 and S5 Cabriolet mark the expansion of the successful A5/S5 model line as the convertible model moves from the A4/S4 lineup.

- A5 and S5 Cabriolet employ an innovative acoustic soft top that features a 15 second folding time, integrated rear reading lights, and flat-folding 50:50 split rear seats.

HERNDON, Va., Aug. 14 /PRNewswire/ -- Audi today announced the U.S. manufacturer's suggested retail prices for the highly anticipated 2010 Audi S4 sedan and A5 / S5 Cabriolet models. The S models arrive at U.S. dealers in late August, while the A5 Cabriolet will be available in the Fall of 2009.

2010 S4 sedan (excluding $825 destination charge, taxes, title, options
and dealer charges):
S4 sedan (manual) $45,900
S4 sedan (S tronic) $47,300

2010 A5 and S5 Cabriolet (excluding $825 destination
charge, taxes, title, options and dealer charges):
A5 Cabriolet 2.0T multitronic front-wheel drive $42,000
A5 Cabriolet 2.0T Tiptronic quattro ` $44,100
S5 Cabriolet (S tronic) $58,250

The S4 sedan and A5/S5 Cabriolet feature technological advancements as available features that enhance both interior and performance luxury. The 3G MMI (Multi Media Interface) with 3D map graphics and SIRIUS traffic displays the latest evolution of 3D navigation, joystick control for navigation map destination finding, updated graphical clarity, SIRIUS(R) artist/title preview, and SIRIUS traffic-based navigation. The S4 sedan features voice-based destination input control, and voice inputs such as "I'm hungry," "I need gas" and "I need coffee" that will point to the closest options. The unique Audi drive select option available in the S4 sedan and A5/S5 Cabriolet also helps the driver customize steering, suspension, and acceleration characteristics. The available performance-oriented Sports Rear Differential package with torque vectoring is reserved for the S4 sedan and S5 coupe/Cabriolet.

The 2010 S4 sedan returns to the Audi U.S. lineup a year after the successful launch of the all-new B8 A4, and marks a strategic enhancement for performance models in the U.S. Audi lineup.

The new S4 features more performance and technology than ever and now enters a hotly contested competitive set that includes the BMW 335i and Mercedes-Benz C350 at a very attainable price. Now equipped with a 3.0T V6 FSI direct injection supercharged engine with 333 hp and 325 lb-ft of torque, the 2010 S4 with a manual transmission offers a 0-60 time of 4.9 seconds, compared to a 0-60 time of 5.3 seconds for the previous generation S4 V8 manual. The 2010 S4 also provides greater fuel efficiency (2010 S4 manual achieves 18 mpg city/27 highway, compared to the previous-generation 2008 S4 V8 manual ratings of 13 mpg city/20 mpg highway).

The S4 sedan will also provide more performance and standard features over its German luxury competitors. Using a continual focus on attention to detail, S4-specific features include distinctive standard S4-embossed heated front sport seats, front/rear bumpers, front grille, wheels, LED tail lights and front xenon headlamps with LED daytime running lights. Other unique standard features include rear-biased 40:60 quattro(R) all-wheel drive, 18" wheels, heated front sport seats with S4 logo embossing, stainless steel and carbon fiber interior trim, contrast stitching on steering wheel / shifter / seats, Bluetooth(R), SIRIUS satellite radio, Homelink(R), and iPod(R) Interface.

The introduction of A5 and S5 Cabriolet marks the expansion of the A5 model line and the replacement for the 2009 A4 and S4 Cabriolet nameplates. Featuring an innovative cloth acoustic roof that folds in a class-leading 15 seconds at speeds of up to 30 miles per hour, it is lighter than a retractable hard top and improves driving dynamics, center of gravity, and fuel efficiency as a result. Safety continues to be a top priority for Audi, which offers more models earning "Top Safety Pick" recognition from the Insurance Institute for Highway Safety than any other German luxury car brand.*

The A5 and S5 Cabriolet feature the latest safety features expected from a modern German luxury 4-seater convertible, including active roll bars behind the seats, front airbags, knee airbags, seat-mounted side head/chest airbags, and ESP stability control. Several packaging innovations come from the cloth acoustic roof, including rear passenger reading lights and class-leading 50:50 flat-folding rear seats. The A5 and S5 Cabriolet also come with available head-level heating built into the seats, enabling passengers to enjoy a longer top-down motoring season. The front seatbelt presenter puts the belt well within reach of front drivers and passengers as a convenience and safety feature, while ensuring effortless entry or exit.

Audi is the first car company in the United States to equip 100% of its gasoline engines with FSI direct injection technology beginning with model year 2010. Audi began racing with FSI direct injection technology in 2000 at the 24 Hours of Le Mans and the American Le Mans Series with the R8 FSI prototype racing sports car. Once this technology first became available for U.S. Audi customers in late 2004 with the introduction of the 2005 A6 3.2 FSI quattro, the list of Audi vehicles sold in the U.S. with FSI direct injection technology has continued to grow.

* - "Top Safety Pick" is based on 31 mph side-impact crash test, 40 mph frontal-offset crash test and 20 mph rear-impact test and the availability of ESC. Test performed by the Insurance Institute for Highway Safety. For details, visit www.iihs.org.

ABOUT AUDI OF AMERICA

Audi of America Inc. and its 270 dealers offer a full line of German-engineered luxury vehicles. The Audi line up is one of the freshest in the industry with 23 models, including 12 models launched during model years 2008 and 2009. Audi is among the most successful brands globally. In selling one million vehicles worldwide in 2008, AUDI AG recorded its 13th consecutive record year for sales and profits.


SOURCE Audi of America Inc.

Lexus today announced Manufacturer's Suggested Retail Prices (MSRP) for the 2010 IS 250 and IS 350 luxury sport sedans, IS 250 C and IS 350C luxury hard-top convertibles, IS F high performance sedan, SC 430 hardtop convertible, RX 350 luxury utility vehicle, RX 450h luxury hybrid utility vehicle and LX 570 premium luxury utility vehicle, which will arrive at dealerships later this month.
The MSRPs do not include a delivery, processing and handling fee of $875.

Lexus Enform(TM) with Safety Connect(TM) is an all-new telematics system available by subscription. Safety Connect alone is standard on non-navigation equipped IS 250, IS 350, IS F, IS 250C, IS 350C, RX 350 and RX 450h. Lexus Enform with Safety Connect is standard on 2010 LX 570 and navigation-equipped IS 250, IS 350, IS F, IS 250C, IS 350C, RX 350 and RX 450h. Complimentary one-year trial subscriptions of Lexus Enform and Safety Connect are included. As part of the Lexus Enform navigation platform, XM NavTraffic(R) and XM NavWeather(TM) are available via individual XM(R) subscriptions and include a complimentary 90-day trial subscription.

The IS 250, IS 350 and IS F enter the 2010 model year with an updated Lexus Premium Audio System and an optional hard disc drive (HDD) navigation system. The IS F also receives a new 19-inch wheel design, limited slip differential, and foldable rear headrests.

For 2010, the SC 430 receives new 18-inch six-spoke wheels, side mirrors with puddle lamps, an updated navigation system and updated Mark Levinson(R) Premium Audio System. SC has one exterior color change - Costa Azul Mica replaces Tigereye Mica.

The IS 250, IS 350, IS F and LX 570 all receive the updated Lexus Premium Audio System that includes Bluetooth(R) streaming audio and a USB port, in addition to the auxiliary port. When an iPod(R) is connected through the USB port, information such as artist, track and album is displayed on the head unit, while music can be controlled through the headunit or steering wheel audio controls. The IS 250, IS 350 and IS F add an integrated XM(R) satellite radio receiver that includes a complimentary 90-day trial subscription. XM(R) Sports and Stocks is included with an XM satellite radio subscription.

The new HDD navigation system is standard on SC 430 and LX 570 and available for IS 250, IS 350, and IS F. The Lexus Navigation System includes Voice command, a casual-language based voice recognition feature, and enhanced Bluetooth with phonebook download.

Model MSRP MSRP Increase Percentage Increase

IS 250 - 6MT $31,845 $540 1.7%
IS 250 - 6ECTi $33,015 $540 1.7%
IS 250 - 6ECTi AWD $35,475 $540 1.5%
IS 350 - 6ECTi $37,295 $540 1.5%
IS 250C - 6MT $38,940 $450 1.2%
IS 250C - 6ECTi $40,110 $450 1.1%
IS 350C - 6ECTi $44,390 $450 1.0%
IS F $57,760 $1,000 1.8%
SC 430 $67,505 $700 1.0%
RX 350 FWD $37,250 $450 1.2%
RX 350 AWD $38,650 $450 1.2%
RX 450h FWD $42,110 $450 1.1%
RX 450h AWD $43,700 $450 1.0%
LX 570 $76,405 $550 0.7%

In order for the Acura TSX to be the BMW 3 Series fighter that Honda so desperately wants it to be, the sedan needs two more cylinders and rear-wheel drive. Acura aims to give us half of what we want for the 2010 model year with the TSX V-6.

Acura 3.5-liter V-6

The Acura's 3.5-liter V-6 bears a striking resemblance to the engine in the Honda Accord V-6.
(Credit: Acura)

The TSX V-6 will be equipped with a 3.5-liter--you guessed it--V-6 engine that looks suspiciously like the 3.5-liter mill that powers the Honda Accord. In Acura tune, the V-6 outputs 280 horsepower (nine more horses than the Accord). Torque isn't yet stated, but we can assume it'll at least match the Accord's 254 pound-feet of twist.

The new engine will be paired only with Acura's Sequential SportShift automatic transmission with steering-wheel-mounted paddle shifters, but we're holding our breath for a three-pedal version with Acura/Honda's excellent six-speed manual.

Acura's engineers didn't just toss a bigger engine under the hood and retire for celebratory drinks (although, that's exactly what we'd have done). The TSX V-6 features a larger 18-inch wheel and tire package and updated suspension tuning for sportier handling. There's also a new "V6" badge on the trunk to let everyone know what you're packing.

Like the now-lesser four-cylinder TSX, the 2010 TSX V-6 features standard leather interior, power moonroof, a premium seven-speaker sound system with CD, AM/FM/XM tuner, and Bluetooth HandsFreeLink. Optionally available is the Technology Package that includes the Acuralink satellite navigation system, rear-view camera, and the Acura/ELS Surround premium audio system.

Will a bigger engine and more power finally catapult the TSX into 3 Series fighting range? Some may argue that without the rear-wheel drive, the TSX won't match the dynamic of the BMW when driven in anger. However, considering that most sport sedans are never really driven in anger, I'd say the TSX V-6 has at least a sporting chance.

Ford's big stars for the 2010 model year are obviously the Mustang and Taurus. But less flashy--and perhaps nearly as important--are more subtle improvements throughout its product portfolio, including nicer interiors and a fine-tuned version of Sync that could help the Blue Oval win customers and improve its image in the marketplace.

The idea is to fortify its lineup with refinements "experienced immediately in a five-minute test drive," said Derrick Kuzak, Ford's group vice president of global product development.

This means things such as nicer paint finishes, more pleasing materials for interior parts and a smooth, quiet demeanor on the road all got renewed attention this year. They supplement existing features, such as ambient lighting and an "easy fuel" cap to improve quality and perception. The company thinks it's paying off, pointing to improvements in consideration by consumers.

This attention to detail comes from a streamlining of Ford's product offerings. The company has reduced the number of nameplates from 92 in 2004 to 59 in 2008, and it expects almost 80 percent of its volume will be built on just eight core platforms by 2012.

Under the hood, Ford continues to rework its powertrains, moving away from V8s to smaller-displacement engines, augmented by turbocharging. In addition to the V6 EcoBoost motor, a four-cylinder version of the technology will be added next year. All told, the company plans to offer EcoBoost on about 90 percent of its lineup by 2013.

On the opposite end of that spectrum, a 6.2-liter V8 making about 400 hp will arrive later this year in the F-150 SVT Raptor.

This year, Sync was updated with traffic, turn-by-turn directions and business-search applications. The new features launch for 2010 on the Ford Fusion and Taurus, the Mercury Milan and the Lincoln MKZ and will roll out across the rest of the line by 2011.

"It's almost like having Yellow Pages all available by voice," said Mark Scalf, a Ford product manager.

Ford also reiterated its plans to have four electric vehicles on the road by 2012, including versions of the Transit Connect and the Focus.

Read more: http://www.autoweek.com/article/20090721/CARNEWS/907219989#ixzz0PbL6JKLk

If you're hip to The Motor Company's operating procedure, you already know that the new model lineup is typically unveiled at its dealer show, usually just before the start of the Sturgis Rally. Along with the machines, Harley rolls out its new Parts & Accessories and latest MotorClothes merchandise here as well.

Anybody who reads the business pages also knows that The MoCo has had its share of financial woes these last few quarters (the company expects to ship from 212,000 to 228,000 motorcycles worldwide this year, down 25 percent from 2008). In response, HD has decided the best defense is a big offense, and is releasing nine new models for 2010. The machines include upgrades and new features across six model platforms. According to Harley, it's never introduced so many new models in one year before.

2010 Harley Davidson Ultra Ltd Right
2010 Harley Davidson Ultra Ltd Right

The nine "new bikes" include five additions to the regular lineup (four new production motorcycles, one new trike), while the other four are the CVO models, which, as we already reported, include the CVO Softail Convertible, CVO Street Glide, CVO Ultra Classic Electra Glide and CVO Fat Bob.

Still, it's a fuller cruiser roster than any of the other OEs are sporting this year. Here's a quick overview...


2010 Harley Davidson Ultra Ltd Rear
2010 Harley Davidson Ultra Ltd Rear

2010 FLHTK Electra Glide Ultra Limited
MSRP $24,699
There's a new king in Harley-Davidson's Touring line, and he's called the Electra Glide Ultra Limited. This seriously upgraded Ultra boosts touring performance with a Twin Cam 103 engine (the Twin Cam 96 is still used on Electra Glide Classics and Ultra Classics), and packs on standard equipment items previously available only as accessories on regular-production Harley Touring bikes. That means Brembo triple-disc brakes with ABS, heated hand grips, an integrated Smart Security System, a Tour-Pak luggage rack, saddlebag and Tour-Pak liners, and a 12-volt/15 amp power supply inside the Tour-Pak all come standard on the Ultra Limited. Several special two-tone paint schemes will be available only for the Ultra Limited model for a limited time, and the bike also features its own 28-spoke cast aluminum wheels with contrasting black and chrome accents.

2010 Harley Davidson Ultra Ltd Gauges
2010 Harley Davidson Ultra Ltd Gauges

That rubber-mounted 103 cu. in. mill is said to increase torque by 10% over the previous mill, for a claimed output of 102 lb-ft. The Ultra limited also gets a new set of chrome 2-1-2 dual exhausts with a tapered muffler.

The updated Premium Tour-Pak now has a sleek luggage rack outside, but inside, there are also new side pockets, D-rings for clip-on attachments and shoulder straps. The Ultra Limited gets special I.D. medallions on the fuel tank and front fender, while the pilot's-eye view offers new gauges with a 'titanium' finish, white LED backlighting, and a larger font.

2010 Harley Davidson Road Glide Right View
2010 Harley Davidson Road Glide Right View

2010 FLTRX Road Glide Custom
MSRP $18,999
As for the "RoadGlide will be gone" rumors running rampant on the HD forums, technically, they're right... and wrong. Harley has chosen to drop the Road Glide standard model, instead adding a new model called the Road Glide Custom. The 2010 Roadie essentially gets the Street Glide treatment, with a slammed suspension, 18-inch front wheel and a new 2-into-1 exhaust system. This is the Harley bagger that has a frame-mounted fairing (the Street Glide has a fork-mounted unit). The rear suspension has been dropped an inch, for a lower, ground-hugging profile that's complemented by "ground effects" at the bottom of the rear fender.

The back end's new taillight assembly boasts a pair of LED brake/tail/turn lamps that does away with the separate tail/stop light combo. The Road Glide Custom also gets a new 2-into-1 pipe arrangement that replaces the previous 2-1-2 exhaust system.

2010 Harley Davidson Road Glide Rear
2010 Harley Davidson Road Glide Rear

The 18-inch Black Slotted Disc aluminum wheel upfront has machined highlights and rolls on low-profile Dunlops that are an inch bigger than last year. A new, shorty windshield also sports a low profile, and you can't miss the familiar frame-mounted Shark-Nose Fairing upfront, with two sizeable compartments integrated into each side.

The 2010 Road Glide Custom still uses the Twin Cam 96 engine for motivation, along with the upgraded chassis that the entire 2009 Harley Touring line received. This "bagger with swagger" also carries over last year's electronic fuel injection and electronic throttle control, but its 6-speed Cruise Drive transmission has a new helical-cut fifth gear.

General Motors Co. is now considering whether it should retain its Opel and Vauxhall operations in Europe, a strategic reversal that raises new questions about the struggling car maker's direction and creates complications with the governments of Germany and Russia.

GM's new board of directors has instructed the company's management to consider new options for Opel/Vauxhall, including pulling together a $4.3 billion financing plan to rejuvenate the operations rather than sell them, as had been the company's plan since this spring, said three people involved in the matter.

Chief Executive Frederick "Fritz" Henderson has been charged with putting the funding plan in motion by the next GM board meeting in early September, these people said.

The move follows a meeting last Friday in which the board rebuffed Mr. Henderson's recommendation to sell Opel/Vauxhall to a consortium of Canadian auto supplier Magna International Inc. and a Russian bank and car maker. The German government has promised to help finance that deal and it has received vocal support from the Russian government.
[GM Europe chart]

GM earlier leaned toward a bid for Opel/Vauxhall from RHJ International SA, a Belgian private-equity group. The German government voiced objection to the RHJ proposal, in part because it could result in higher job losses there.

The change in plans by GM -- which is majority-owned by the U.S. government since its emergence from bankruptcy court last month -- presents a potentially difficult diplomatic situation for the Obama administration. Germany and Russia, both key trading partners and countries the U.S. must cooperate with in foreign policy matters, want the Magna deal to go through.

The German government has stayed in close contact with Washington on the Opel negotiations, and sought to get in touch with Secretary of State Hillary Clinton in the past few days about it, a person familiar with the matter said.

A senior GM executive is supposed to meet with German officials this week to discuss Opel's future, government spokesman Ulrich Wilhelm said Monday. The government is open to further talks with GM, but there must be a joint decision on Opel's future, Mr. Wilhelm said. "The issue can't be solved via confrontation but only together," he told reporters.

Russian officials couldn't be reached for comment, but the development is likely to anger that nation's government, which has committed much time and effort to securing approval for the Magna group deal. Russian Prime Minister Vladimir Putin has discussed the Russian participation in the Magna bid with German Chancellor Angela Merkel and looked to the deal as a way to aid the struggling Russian car industry, a major employer. Russian state-controlled OAO Sberbank would put up much of the money for the Magna purchase, which also would include Russian auto maker OAO Gaz Group.

So far, the U.S. Treasury Department is leaving the Opel decision to GM's directors, some of whom are appointed by the Obama administration, said a person familiar with the matter.
[GM, Opel chart]

The Obama administration has repeatedly said it wouldn't extend further aid to GM. Any move that would involve GM using government money to bail out Opel would be politically contentious because it would be perceived as propping up a German company with U.S. taxpayer funds. The U.S. government has given GM about $50 billion since it almost ran out of cash late last year.

The sudden shift in GM's Opel plans shows that the new board, headed by former AT&T Corp. CEO Edward E. Whitacre Jr., is forcing a change in the way the auto maker is governed. For the last several years, as GM's troubles deepened, the board rarely opposed former Chairman and Chief Executive Rick Wagoner.

Opel has a substantial share in Western Europe's mature car markets and is seeing rapid growth in countries in the East such as Poland and Russia. For years it has taken the lead in developing small and midsize cars that GM makes and markets elsewhere. The popular Chevrolet Malibu is based on underpinnings developed by Opel.

But Opel suffered management changes and quality troubles in the 1990s, and has lost money since 2000. It is hurt in part by having many of its plants in Germany, where auto-worker wages are the highest in the world, and it faces stiff union resistance to efforts to downsize.

On Friday, Mr. Henderson presented the company's options on Opel to the board in hopes of winning support for the Magna offer, according to people familiar with the meeting. The board turned down the Magna deal, these people said, raising questions about how such a sale would affect GM's strategy in Europe, and also voicing concern about specific details related to the German government's financing commitment.

The board asked the management team to prepare more scenarios for Opel, including a plan to raise billions of dollars in new financing that would allow GM to keep the operations, these people said. Another option to be considered, albeit remote, is liquidating Opel.
—Gregory L. White, Josh Mitchell and Andrea Thomas contributed to this article.

More Audis a-comin'! The Detroit Free Press reports: Audi to invest $15.7 billion; grow line from 22 to 40.

We're big fans of Audi but we have no idea how they are going to double the models they are selling. Unless they count the coupe and sedan as different models (we don't). And adding that sweet, sweet V-8 doesn't count, either.

But, what do we know? If Audi says they can come up with another 18 models, praise be to them.

What do you think Audi is going to introduce over the next few years (in the way of new models)?

Acura announced it will debut a prototype of the all-new ZDX luxury four-door sport coupe at the New York International Auto Show. The prototype features striking coupe-like styling with the added benefit of a commanding presence and flexible utility to define a new luxury category.
“The ZDX prototype is unlike anything you have ever seen before from Acura,” said Jeff Conrad, vice president, Acura sales. “The prototype showcases a new level of luxury, style and refinement for Acura and speaks volumes towards our commitment to advancing the brand.”

The production version of the ZDX prototype will bring a new level of prestige to the Acura lineup when it arrives at dealerships this fall and offer the latest advancements in performance, technology and safety.

The ZDX prototype will be introduced at the New York International Auto Show on April 8, 2009 at 11:00 am in the Acura booth.

Source: Honda/Acura

FOUNTAIN VALLEY, Calif., 04/06/2009 The Hyundai Veracruz and Hyundai Santa Fe were named 2009 “Best Bets” in the SUV and Crossover category by Cars.com, the leading destination for online car shoppers.

“Both the Hyundai Veracruz and Santa Fe are exactly what value car buyers are looking for,” said Mike Hanley, an editor at Cars.com. “They offer stylish features, quiet cabins, leading safety features and are backed by the best warranty in the industry. These are vehicles our editors would love to drive.”

To qualify as a Cars.com “Best Bet,” models must meet three quantified criteria: a “Good” rating in the Insurance Institute for Highway Safety (IIHS) frontal-offset and side-impact crash tests; average or higher reliability ratings; and average or higher gas mileage within their class.

“It’s an honor to have Cars.com editors recognize the Veracruz and Santa Fe on their list of vehicles to buy in 2009,” said Scott Margason, director, Product & Strategic Planning, Hyundai Motor America. “Both of these models offer industry-leading safety technologies, top-tier quality and a host of luxury and convenience features that offer more value to today’s car shopper than our competitors.”

Source: Hyundai

Ford Racing has gone through the official NASCAR submission and approval process for the new car, and, once templates are finalized, production of Mustang parts will start so teams can build the first cars for testing later this fall.

The 2010 Ford Mustang will join the 2010 Fusion (Sprint Cup) and the 2009 Ford F-Series (Camping World Truck Series) as Ford’s competitive entries in NASCAR’s three major professional series.

Since its debut in 1964, Mustang has compiled more than 2,000 professional racing victories in NHRA, Grand-Am, IMSA, SCCA, NMRA and NMCA, as well as other racing series.

The front end of the 2010 Volkswagen Golf Variant was completely redesigned. From now its appearance is defined by clear horizontal lines and bold headlight styling. The car’s engine lineup was adopted directly from the Volkswagen Golf 2-door and 4-door models. In the interior, the high-end instruments of the current Volkswagen Golf set the tone. In Europe, first units of the new VW Golf will be delivered in September 2009.

The new 2010 Volkswagen Golf Variant will be offered in the three equipment versions Trendline, Comfortline and Highline. Golf Variant engines available for selection when advance sales begin are a TSI (boosted gasoline direct-injection engine) with 90 kW / 122 PS and two very quiet common rail turbo-diesels (77 kW / 105 PS and 103 kW / 140 PS). Other engines will follow in stages: two Multipoint engines (59 kW / 80 PS and 75 kW / 102 PS) and another TSI gasoline engine (118 kW / 160 PS).

The base price of the new 2010 Volkswagen Golf Variant in Germany, including ESP, six airbags, daytime running lights, roof railing, power windows all around, upshift indicator, power and heated outside mirrors, 1/3 to 2/3 split folding rear bench seat and seatback, central locking with RF remote control, climate control and 1,495 litres of cargo capacity is € 18,500.

Bucking industry convention, Bentley chose not to unveil its glitzy new Mulsanne at an auto show, but rather take it directly to the people who can afford to buy one. The new flagship, which brings back the Mulsanne name and effectively replaces the heavy and huge Arnage, was rolled onto the verdant lawns of the 2009 Pebble Beach Concours d’Elegance, where the tarps came off at high noon.

My, What Big Eyes You Have!

Six inches longer than the Arnage but similar in height and width, the Mulsanne is indeed flagship-sized. Certainly, the most dominant aspect of the big Mulsanne’s design is the pair of gargantuan Gatling-gun headlamps flanked by smaller ancillary lights, an arrangement that recalls some of Bentley’s grand saloons of the past. The grille is huge and cliff-like, while the lower air intake spans the width of the car and features a matching mesh. It is, as intended, unmistakably Bentley, with a nod to the present in the form of an octet of Audi-like LED driving lights.

Moving down the body and around the back, one encounters plenty of pretty surface detailing but no surprises. It's easy to pick out cues from the Arnage (the chrome latticework around the windows), the Brooklands (C-pillar, taillamps), and the Continental Flying Spur. The body side rises over the rear fender, keeping the rear from looking droopy in spite of its long overhang, which elegantly slopes down to the rear bumper and its pancake-flat twin exhaust tips. The wheels are no less than 21 inches in diameter, and come wrapped in 265/40 series Pirelli P Zeros.

“The Driver’s Choice.” Really . . .

Visually, the new Mulsanne is not as gauche as the Rolls-Royce Phantom with which it will go head-to-head in the marketplace. Nor, however, is it as dull as the Maybach 57. “We wanted it to be the driver’s choice” in its segment, said Dirk Van Braeckel, who spoke to us during a private unveiling the night before the Concours. He cites the slim windows and “almost coupe-like roofline” as elements that say “I’m a driver’s car.” His words, not ours.

Whether or not the Mulsanne truly is the “driver’s choice”—in a segment where many owners don’t drive—remains to be seen. Certainly, the engine will be key to this, but other than saying it's a completely redesigned version of its famous 6.75-liter engine, and one which will deliver “the effortless wave of torque for which Bentley is renowned,” Bentley is mum on details.

We imagine this means it will outperform the 500 hp and 738 lb-ft of torque produced by the Arnage Final Series, and as the Mulsanne is said to have been inspired by the palatial 8-Litre Bentleys of 1930 and 1931, we wouldn’t be surprised if it displaces eight “litres.” We also expect that it will be able to run on E85, since Bentley has pledged to tread more lightly on the environment with its future products, although we shudder to think of what sort of fuel economy it will get on the stuff.

Coming to a Country Club Near You in Mid-2010

The Mulsanne will go on sale within a year and will be shown next month at the Frankfurt Motor Show, where Bentley will give us more information on the car, which at this point will only be displayed in standard-wheelbase form. Long-wheelbase and “Speed” versions will probably end up being part of the portfolio, with a Brooklands-esque coupe and Azure-like convertible likely to follow sometime down the road. As for price? Bentley made a point to prepare us for a price increase by saying the Mulsanne "is not a replacement for Arnage" and that it will be "at the pinnacle of the ultra-luxury segment." Given that, we don’t expect Mulsanne customers to get much change back from a $350K bill.

Meet the new 2010 Volkswagen Polo. If we ask nicely and the volks in Wolfsburg agree, this will be yet another subcompact offering in North America.

Although the model has quite a large following in both South America and across Europe, the Polo's never been offered in the U.S. With Americans newfound acceptance of subcompact cars like the Honda Fit, VW thinks there's a chance the Polo could do well in the New World.

We'd have to agree with that notion. Although the car is sized like a Fit (albeit without as tall a roof), it exudes the charisma of a larger car both inside and out. Exterior styling virtually apes that of the new fifth-generation Golf, while the interior feels just as good as that of the Jetta. Sure, plenty of pieces (namely buttons, radio, gauges, and other goodies) are picked out of VW's parts bin, but we're hard pressed to name another small car interior that feels so mature.

The new Polo will be offered with no fewer than eight different engine choices (including four diesel options), but we'd expect the 105-hp, 1.2-liter turbocharged I-4 - the top-end engine in Europe - to be standard fare in the U.S. It can be mated to either a six-speed manual or a seven-speed DSG transmission, which then sends power to the front wheels.

If a Polo TDI were to arrive in the U.S, we'd guess the 90-hp 1.6-liter turbo-diesel I-4 would be the most likely offering. Although a 105-hp version is offered in Europe, the 90-hp motor allows buyers the choice of a five-speed manual or the DSG.

The new Polo is expected to arrive in European showrooms this June, but don't expect it here until sometime in late 2010. Here's hoping this model crosses the pond and not the outgoing Polo.

When folks first happen upon BMW’s peculiarly proportioned X6, they can’t get over its skyscraper butt. Many can’t get around it, either. Were you to walk into the X6’s liftgate at midnight outside the Sidetrack Tap, the thing would nail you not in the gut but in the Adam’s apple. But we’re not here to dissect styling. The proposition before us is power. One would have thought that the 400 horses under the hood of the X6 xDrive50i might have been sufficient. BMW’s M division didn’t think so. And thus we have the X6 M depicted here, which is to the evolution of SUVs sort of what the appendix is to the evolution of Homo sapiens.

To the 4.4-liter V-8, the ever-tinkering Bavarians have added new pistons, cylinder heads formed of the same material used in their diesel engine, a new intake manifold, a crossover exhaust manifold that connects both cylinder banks, a finned aluminum oil pan, altered cam timing, and two new twin-scroll turbos that provide max boost of 17.4 psi, which ought to Chernobyl just about anything made of aluminum. And there are even larger intercoolers in the grille, which look like the air inlets for the Pentagon’s backup generator. This particular recipe yields 555 horsepower and 500 pound-feet of torque rolling out as early as 1500 rpm. Which should be fun. On the other hand, Frisbee golf is fun. But does anyone take it seriously?

What, exactly, do you do with a vaguely nonsensical 555-horse SUV? Our answer: Subject it to a nonsensical vehicular triathlon.

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Triathlon Event No. 1: Drag Racing

BMW swore that our X6 M was a burgundy cannonball in a straight line, so our first competition was run-whatcha-brung night at nearby Milan Dragway. This event held great appeal, inasmuch as almost nothing is required of the driver, apart from those long, hot waits in the staging lanes, where most racers place bags of ice on their intake manifolds and fiddle with hot Holleys and push their cars by hand so that the engines remain cool. Not us. We idled for 20 minutes at a crack, with the A/C blasting, seat fans at max blow, seat massagers silently unkinking thigh muscles, and Steve Tormé—Velvet Fog fils—singing “Straighten Up and Fly Right” out of 11 speakers surrounded by “Merino” leather, which perhaps comes from Miami dolphins.

Our X6 M was a prototype and wasn’t equipped with launch control, which will be standard on production models and will likely improve acceleration times by a couple 10ths. So, before each run, it was necessary to program the X6 M for take-no-prisoners mode. I first had to press the minuscule “M” button on the steering wheel that was programmed to disable most of the stability control, then up popped a menu on the nav screen on which I had to toggle through “Settings,” “M Drive,” “Power Sport,” and “Power Sport” again (because the only alternative is “Efficient,” which is not a term anyone would ever use to describe my driving). After all that, of course, I’d worked up quite a sweat, so I had a sip of cool iced tea stored in the center console and calmed my nerves by eating three tasty digestive biscuits.

But, suddenly, as I was still munching, it was my turn at the Christmas tree, where I repeatedly staged too deep and had to back up a couple inches. In the X6 M, this is difficult, especially when a red-faced man in the starting booth is screaming and the competitor in the far lane is overheating the 500-cubic-inch Hemi in his Ford Anglia, an engine he built at the expense of multiple mortgage payments and his wife. To obtain reverse, you have to push a button on the side of this BMW’s bizarre shifter (do not even think of touching the top button, which engages park), then make sure the shifter is in the right-side gate, then push forward and release, hoping against hope that these calisthenics will illuminate the orange “R” between the tach and the speedo. This took forever, inciting the red-faced person to utter a very bad word, although I had said the same word a moment prior.

Even without launch control, it was easy to catapult this thing out of the hole: left foot on the brake, right foot flat on the throttle until the final yellow Christmas-tree light glows, then left foot at ease. At which point, oddly, nothing much happens. I mean, there’s no explosion, there’s no wheelspin, and the turbos take a second or two to spool up completely, after which they pretty much mute the V-8. Plus, my reaction times were legally drunk—like 0.333 to the Anglia guy’s 0.163—but it didn’t seem to matter because the first run was 13 seconds flat, at 106 mph, with seat massager and Tormé at full tilt. I should have folded the big side-view mirrors to reduce drag, but it seemed like a lot of work at the time. I might have gone quicker but, just before the tree went green, Tormé coincidentally lit into “More Than Gone,” a song that describes both my mind and the X6 M, and I was understandably distracted.

No matter. We’d already obtained the official acceleration figures the night before at the Chrysler proving ground. Here’s all you need to know. If the X6 M were pitted against a Porsche Cayenne Turbo S, it would humble big bad Mr. Zuffenhausen by 0.1 second to 60 mph and by a like amount through the quarter-mile. Which makes this the quickest production SUV we’ve ever tested, a somewhat strange boast, like claiming to be the best poetry-writing drywaller in Alabama. Also, damned if the launch didn’t spill my iced tea.

Getting the best zero-to-60 acceleration time out of a Porsche 911 with a manual transmission requires a bit of a sadistic streak. Dropping the clutch in the rear-heavy coupe for a wheelspin-induced launch creates a violent bucking—known as axle hop—that resonates throughout the entire car and feels certain to dislodge a few expensive components. Surprisingly, we’ve found that Porsches survive this punishment unscathed—at least for a few runs. Do it correctly in a Carrera S via the following steps, and you will go from a standstill to 60 mph in less than four seconds. Porsche now offers a launch-control function for its doppelkupplungsgetriebe (German for dual-clutch gearbox), a clutch-pedal–free setup that’s better known by the letters PDK, so now it’s easier to get the best numbers out of a 911. But the affair still requires a penchant for mechanical cruelty.

Disclaimer: Most owners won’t likely subject their cars to this abuse, which is why we created the 5-to-60-mph statistic. In that instance, hard acceleration begins with the car already rolling at 5 mph in first gear and with the clutch engaged. The driver then simply floors the gas pedal, and the clock starts. That test gives a good idea of a vehicle’s real-world acceleration ability. So, when it comes to an all-out maximum acceleration run, it might be best to leave a launch this severe to the experts, and by experts we mean the parking valets at your country club.

Getting the best zero-to-60 acceleration time out of a Porsche 911 with a manual transmission requires a bit of a sadistic streak. Dropping the clutch in the rear-heavy coupe for a wheelspin-induced launch creates a violent bucking—known as axle hop—that resonates throughout the entire car and feels certain to dislodge a few expensive components. Surprisingly, we’ve found that Porsches survive this punishment unscathed—at least for a few runs. Do it correctly in a Carrera S via the following steps, and you will go from a standstill to 60 mph in less than four seconds. Porsche now offers a launch-control function for its doppelkupplungsgetriebe (German for dual-clutch gearbox), a clutch-pedal–free setup that’s better known by the letters PDK, so now it’s easier to get the best numbers out of a 911. But the affair still requires a penchant for mechanical cruelty.

Disclaimer: Most owners won’t likely subject their cars to this abuse, which is why we created the 5-to-60-mph statistic. In that instance, hard acceleration begins with the car already rolling at 5 mph in first gear and with the clutch engaged. The driver then simply floors the gas pedal, and the clock starts. That test gives a good idea of a vehicle’s real-world acceleration ability. So, when it comes to an all-out maximum acceleration run, it might be best to leave a launch this severe to the experts, and by experts we mean the parking valets at your country club.

The Gillies household rarely disagrees about vehicles. I will tend to talk more about the finer details of the handling, brakes, and power delivery than Jane and the twins, but we can usually agree whether a car’s good, bad, or indifferent. The only exceptions are that Emma likes everything that has a Mercedes-Benz badge on it, while Cameron thinks that the Bugatti Veyron is the greatest car in the world, because the BBC’s Top Gear team says it is and won’t listen to Dad’s protestations about it being an overpriced, over-engineered travesty. But then he’s never driven a McLaren F1, so he doesn’t really know.

Thinking Inside the Box

However, when it came to the Land Rover Defender 110 Station Wagon, all three of them hated it. They didn’t like the way it looked or drove and just couldn’t get their heads around it. But I adored it. It looks great, for one. The boxy aluminum bodywork is remarkably similar to the 1948 original, with a muscularity and purity of purpose that is utterly charming. The optional checker-plate protection on the fenders and rockers looks a bit affected, though.

Inside, the seats, fascia, heating and ventilation system, stereo, and instrumentation were revised in an extensive overhaul carried out in 2007, but remain remarkably simple and very user friendly. The driving position is more commanding than anything this side of a Peterbilt, although we’d have preferred a steering column that’s adjustable, as well as more oddment space. Despite the 110-inch wheelbase and 183-inch overall length, second-row legroom is merely adequate, while the two fold-down chairs that constitute the third row impinge on cargo space.

Of course, Jane and the kids were right that the Landie isn’t great on road. The thing has the turning circle of a supertanker and the steering is slow to react to inputs. The company claims the 121-hp, 2.4-liter turbo-diesel four-cylinder gets this 4200-pound vehicle from 0 to 60 mph in less than 15 seconds, acceleration that’s as leisurely as the service in a bad restaurant. Overtaking is an adventure, thanks to the lack of power, even if the 258 lb-ft of torque is available from as low as 2000 rpm. One advantage of this lack of performance: you’re unlikely to get too many tickets when the top speed is just 82 mph.

Around corners, it rolls like a barrel on a river. Handling? Well, the front tires squeal a lot. Above 70 mph, the brick-like styling is responsible for loads of wind noise. It isn’t a bargain, either, at about $48,000, adjusted for currency and shorn of the U.K.’s Value Added Tax. For that money, you get roll-up rear windows and mirrors that have to be adjusted manually, from the outside. One bright spot: I reckoned that 22 mpg overall was pretty good for such a boxy, heavy SUV.

A Different Approach is a Welcome Departure

But the Defender’s dated on-road manners have an unexpected benefit, in that they force one to drive differently, anticipating corners early and planning overtaking maneuvers well in advance. On roads where most modern cars are running 80 mph, the Landie is hard at work turning 60 mph. The truck makes you slow down, sustain momentum, and take in the views, rather than rushing around like an idiot. On Britain’s overcrowded roads, where the populace has been cowed into driving 15 mph under the speed limits by the ubiquity of speed cameras and a nanny-state judiciary that punishes speeding motorists more harshly than burglars, such an approach is quite soothing.
Specifications

VEHICLE TYPE: front-engine, 4-wheel-drive, 7-passenger, 5-door wagon

ESTIMATED PRICE AS TESTED (U.K.): Defender 110, $48,000 (estimated base price: $33,000)

ENGINE TYPE: turbocharged and intercooled DOHC 16-valve diesel inline-four, iron block and aluminum head, common-rail direct fuel injection

Displacement: 147 cu in, 2401cc
Power (SAE net): 121 bhp @ 3500 rpm
Torque (SAE net): 258 lb-ft @ 2000 rpm

TRANSMISSION: 6-speed manual

DIMENSIONS:
Wheelbase: 110.0 in Length: 182.6 in Width: 70.5 in Height: 79.7 in Curb weight (C/D est): 4200 lb

PERFORMANCE (MFR’S EST):
Zero to 60 mph: 14.7 sec
Top speed (redline limited): 82 mph


FUEL ECONOMY:
European combined cycle: 21 mpg
C/D observed: 22 mpg

And one has to remember that all vehicles are a compromise. You’re not going to take a Ferrari F430 off-road or tow a big trailer with a Honda Accord, after all. And Landies are very good at going off road and towing. In 2001, I used one to take a vintage car and a heavy trailer down to Monaco from the U.K. and we barely noticed that there was anything behind us. A Defender 110 will tow up to 7716 pounds of braked trailer, and haul it very comfortably.

From previous experience, Defenders are awesome off-road, although the nearest we came to the rough stuff on this trip was the farm track to my dad’s workshop. Land Rover quotes a 45-degree maximum gradient; 49- and 35-degree approach and departure angles, respectively; 20 inches of wading depth; and a minimum ground clearance of 12 inches. The permanent all-wheel-drive system has a two-speed transfer case, and anti-lock brakes and traction control were standard on our uplevel XS model. If you can’t get there in a Defender, you’re probably in need of a tracked vehicle. Or a boat.

The Defender enjoyed a brief U.S. sales stint in the ‘90s that came to an end as a result of increased safety regulations. One hopes that Land Rover will engineer the next-generation Defender with the U.S. in mind, because it’s a supremely capable vehicle that would have an enthusiastic, if select, audience here. Like the Jeep Wrangler, it’s one of the few truly authentic off-roaders remaining, now that vehicles like the Range Rover and Toyota Land Cruiser have become styling rides for the school run.

If you walked up to the cashier at your local grocery store with a gallon of milk in hand and said, “It says $2.49 on this sticker, but I’ll give you a buck-fifty,” you’d be going home thirsty. If you walked into McDonald’s and said, “I don’t see a lot of people eating Big Macs today. I’ll take that value meal off your hands for just three bucks!” you’d leave hungry. But walk into a car dealership, and you are expected to bargain with the salesman. Pay sticker, and you’re giving the dealer hundreds or—in most cases—thousands of dollars in additional profit.

Considering that the car dealership is a business and performing a necessary service—getting the car from the factory to you—some profit is definitely deserved. How much is fair profit depends on a number of factors, including the specific car and demand for it, the options, your location, and how long the car has been on the lot. So we can’t tell you exactly what to pay. But we can tell you what to do to optimize your chances of paying what you want.

Shop for Your Own Financing

For most of us, financing is the only way we can afford a new car. Most dealerships can provide you financing, but be sure to check at your bank or credit union before you go to the dealer's, as those other organizations will often offer you a better interest rate. At the very least, shopping around will give you an idea of what rates you qualify for, so you can police the dealership’s offer later. For more on what to do prior to visiting the dealership, read “What to Know Before You Go.”

Never Be Afraid to Walk Away

This is the most important thing to keep in mind when shopping for a car. It might be uncomfortable to walk away, but remember that it is your money on the line, and it really doesn’t matter if anyone at the dealership thinks you are irrational or whiny. There’s certainly no reason to be unpleasant, but if you feel you are being treated unfairly or are the victim of classic dealership tricks, walk away. There’s a good chance someone will stop you, and negotiations will begin again in earnest.

Know the Invoice Price

Invoice price is what the dealer pays the manufacturer for your car. Anything over invoice is dealer profit. Even if you pay exactly invoice, the dealer makes some money in the form of holdback, a percentage of the car’s MSRP that most manufacturers pay back to their dealers quarterly. You can look up invoice prices and cash rebates using CARandDRIVER.com’s Buyer’s Guide. Once you know the invoice price and any rebates, start negotiating there and work upward.

Watch All Areas of the Foursquare

Most car salesmen use a worksheet called a foursquare to map out the major factors of your deal: purchase price, down payment, monthly payment, and trade-in value. Some will try to juggle the elements of this sheet, forfeiting a little to you on down payment but inflating your monthly payments while you bask in the glow of victory, or giving you a good deal on your trade-in but negating that with an inflated new-car price. The foursquare leaves out two critical numbers—interest rate and loan term—that will dictate your monthly payments and total amount paid. Keep track of each quadrant and these two additional figures, and try to keep each at a fair level.

Never Negotiate in Terms of Monthly Payments

For many buyers, the most important aspect of a major purchase is how much it will take out of our earnings on a monthly basis. When negotiating the purchase price, though, don’t fall into the trap of negotiating based on monthly payments, as many customers are placated with a low monthly payment but fail to notice the swelling interest rate or stretched loan term. Monthly payment is just the result of your down payment, loan term, and interest rate. If your purchase price and trade-in value are fair and you get a competitive interest rate, your payment will be as low as possible.

Don’t Let Your Trade-In Be Used Against You

Don’t discuss trade-in until your new-car price is settled. Tell the salesperson you will discuss trading in when you are happy with your purchase price. Once you’ve settled that, if you really feel like playing hardball, tell the salesman you’re not buying a new car unless you get a good deal on the trade-in, too.

Just as it is important to do your research on your new-car purchase before going to the dealership, a smart shopper does the research on the trade-in as well. Know what a fair price is for your used car—you can look this up at the CARandDRIVER.com Used Car Pricing Guide, and don’t let the dealer steal it from you. You can often obtain a better price selling the car yourself, but selling it to the dealer is convenient. Know what that convenience is worth to you, and try to reach a fair compromise.

Just When You Thought It Was Over

You’ve settled on a price with the salesperson, but your deal isn’t closed yet. You’ll be ushered into the finance and insurance manager’s office, where you’ll have to keep your guard up against a possible onslaught of fees and extras. Some of the fees are unavoidable, but many can be bargained down or avoided altogether, and virtually all extras the finance manager offers are unnecessary and overpriced.

A brand-new standard-issue Chevrolet Corvette remains an incredible performance-car bargain. For less than two-thirds of the price of a Porsche 911, the latest C6 thunders to 60 mph in 4.0 seconds flat, corners at 0.99 g, and tops out at 190 mph. And for a two-seat rocket, a Vette is also very practical, with 57 percent more luggage capacity than a Honda Accord and tall gearing that, during relaxed highway cruising, squeezes more than 25 miles from each gallon of premium fuel.

Even so, the Corvette’s current base price of $49,515 might be more than some people can or want to spend. If you fall into this group, you’ll be happy to discover the many used Vettes on the market, given that today’s C6 generation was born in the 2005 model year. When you peruse secondhand Corvettes, you’ll also find that many of them have very low mileage, having been driven mostly on summer weekends in cold states. Three- and four-year-old cars with less than 10,000 miles are not unusual.

To reduce the risks of used-car buying, GM offers a certified used-vehicle (CUV) program. Similar to all such programs, GM’s starts with a detailed, 117-item checklist to make sure that everything is operating as it did when new. The car gets a thorough cleaning and detailing, brakes and tires that are more than half-worn are replaced, and the next scheduled maintenance is performed.

Most important for the buyer’s peace of mind is the addition of a 12-month/12,000-mile bumper-to-bumper warranty that goes on top of the original 36-month/36,000-mile bumper-to-bumper warranty. The CUV is also covered by what remains of the original five-year/100,000-mile powertrain warranty. So if, in August, you buy an ’05 Vette with 25,000 miles on the odo that was first sold in March 2005, you still have 12 months/12,000 miles of bumper-to-bumper coverage and powertrain coverage until March 2010, or to 100,000 miles. On an ’08 model, the roughly two years remaining on the new-car bumper-to-bumper coverage gets upped to three years.

A CUV Corvette is easy to locate on www.gmcertified.com, but the site’s search functions aren’t strong. For one, you can’t filter by transmission type. Some of the descriptions don’t even identify the gearbox type or the car’s color. Most options go unmentioned. In more than 100 listings, we never saw a reference to the desirable Z51 package, and only through the photos and the 7.0-liter engine size could we determine whether a car was a Z06 model. But free online CarFax history reports are available through GM’s site for each car.

The bottom line is that instead of spending well over $50,000 for an optioned new Corvette—or $75,000 for a Z06—GM’s CUV program has cars priced in the low 30s, with a warranty to protect you if anything goes wrong. Suddenly that $30,000 hot hatch doesn’t look so attractive.

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Insurance for Six Months

Buying used can save a fair amount on premiums, at least with Progressive insurance in Michigan. It also helps to be older in our home state. In California, however, you basically pay through the nose no matter what. But the Progressive rates really penalize traffic citations in the Golden State. The figures below were tabulated with one speeding ticket for a 28-year-old man and two for a 57-year-old man. But for the 57-year-old driving a 2005 C6, the six-month rate goes from $2865 with no tickets to $3498 with one, $4506 with two, and $4699 with three. So once you’ve collected two tickets, you might as well keep your foot down.

When the Mini brand relaunched for 2002, we wondered how a brand built around one retro car could stay fresh for longer than a product cycle. The answer, it seems, is variants. With two body styles and a third on the way, as well as Cooper S and John Cooper Works trims, there are many Minis to choose from. And it looks like there will soon be one more: a fully electrically powered model.

While most additions to the Mini range have focused on upping performance or changing the shape and/or size, this stock-looking three-door does neither. Of course, the biggest clue to this car’s secret lies in its lack of a tailpipe. We postulate that the ‘HYBRIDErprobungsfahrzeug’ (literally ‘hybrid vehicle testing’) stickers were placed there for safety reasons during testing (high-voltage batteries require heightened caution from emergency responders) as well as to throw us auto journalists off the scent.

If there’s one thing antithetical to the Mini ethos, it’s SUVs. But the company is committed to such blasphemy and these photos suggest that it isn’t wavering much from the shape of the concept crossover shown at the 2008 Paris auto show. We had some unkind things to say about the concept, mainly that we thought it was ugly. We’re sorry about that, but mostly because the preproduction mule looks a lot like the homely concept.

Like the concept, the mule seen here is upright and narrow, exactly what you’d picture if you tried to imagine a Mini stretched to accommodate the SUV moniker. The scowling, forward-canted grille remains proud of the headlights as on the concept, though the lights themselves appear to have grown, now resembling neither the concept’s nor any from the rest of the Mini lineup.

A “new” Buick crossover will launch in 2010 with two direct-injected engines, followed by a plug-in hybrid variant in 2011. We say “new” because, while the as-yet-unnamed crossover is indeed new to the Buick brand, it appears to be largely based on the Saturn Vue. Following GM’s post-bankruptcy brand consolidation, which includes the imminent sale of Saturn to Penske, it appears the company has found a way to salvage the work done for its two-mode plug-in architecture while giving Buick a crossover entry below the Enclave.

For its debut in 2010, the crossover is slated to use GM’s Ecotec 2.4-liter four-cylinder and 3.0-liter V-6 engines, which are also found in the 2010 Buick LaCrosse, Chevy Equinox, and GMC Terrain. Highway fuel economy will reportedly be around 30 mpg with the four-banger.

In a widely anticipated move, General Motors today became the second Detroit-based automaker to recently file for Chapter 11 bankruptcy. Despite receiving nearly $20 billion in loans from the U.S. Treasury Department, along with last-minute, debt-for-equity deals with bondholders and concessions from both its U.S. and Canadian worker unions, GM’s U.S. operations have joined rival Chrysler in court protection as both companies try to downsize themselves in a drastically depressed market.

In what amounts to a nationalization of GM by the federal government, the U.S. Treasury is providing the company with about $30 billion in debtor-in-procession financing to make it through bankruptcy—raising GM’s government assistance total to about $50 billion. The investment results in the Treasury gaining a 60-percent interest in GM. About 18 percent will be held by the United Auto Workers’ Voluntary Employee Beneficiary Association (VEBA), while the Canadian government will own about 12 percent. Unsecured bondholders and creditors will get the remaining 10 percent, as well as the potential to acquire another 15 percent down the road.

Under the terms of the reorganization and similar to the restructuring path forged by Chrysler, the sale of which to Italy’s Fiat has been approved by the U.S. Bankruptcy Court, GM will be split into two entities: a “good GM,” which includes the core Chevrolet, Cadillac, GMC, and Buick brands and the facilities to support those divisions; and a “bad GM,” comprised of redundant/unprofitable plants and the underperforming Hummer, Saturn, Saab, and Pontiac operations. The goal of the bankruptcy process is for the existing, overburdened automaker to turn over its best assets to a less debt-riddled “New GM.” The New GM is expected to emerge from court protection in 60–90 days as a leaner, more agile company with fewer brands, dealers, and long-term obligations. The leftover assets likely will be mired in Chapter 7 liquidation for much longer, however, as they are individually sold off or shut down entirely.

In addressing the media, both President Obama and GM president and CEO Fritz Henderson claimed that the federal government is a “reluctant investor” and will only be involved in the company’s most fundamental business decisions. Despite its backing of GM vehicle warranties and its status as a majority stakeholder, the government will not be involved in product development, they said. However, the Obama administration’s recently announced update to Corporate Average Fuel Economy (CAFE) standards already has shown this not to be the case. By requiring new cars and trucks to have a combined average of 35.5 mpg by 2016 (current levels are 27.5 mpg for cars and 23 mpg for trucks) the government is directly influencing the vehicles that we’ll be able to buy in the coming years. Specifically, cars and trucks will have to both shrink in size and lose weight—which costs money—or require significant amounts of new, expensive technology to improve their efficiency. So while your future Chevrolet dealer may carry a few token Camaros, Corvettes, and HD Silverados among a sea of tiny penalty boxes, expect to pay a lot more for Detroit iron of all types.

What’s more, this directive focuses on a political issue aimed at appeasing environmental worries, rather than making money. GM must return to profitability and pay back its government loans before the Treasury allows it to again become a publicly traded company. Yet there is little assurance that buyers will embrace these new, hyper-efficient vehicles en masse, particularly if gas prices don’t jump back into the four-dollar-per-gallon range. With billions of taxpayer dollars on the line, the Treasury is hedging GM’s business obligation to give consumers the cars and trucks they desire against the demands of its eco-constituents in Washington.

While the significant size and complexity of GM’s operations make a quick trip through Chapter 11 optimistic at best, the fact that Chrysler slipped through the process in little over a month makes it plausible that a revived GM could emerge by the end of summer. However, the problems remain sticky. For example, to what extent will the fallout of the reorganization affect the rest of the industry? And will the U.S. new-car market rebound enough for the so-called New GM to actually make money? We’ll have to wait to see, but the automaker says its lower operational costs will allow it to survive even if U.S. sales volumes maintain their current, dismal 10 million-unit-per-year pace. (Recent boom years saw American buyers snap up 15–17 million vehicles annually.) Let’s hope that’s the case, because sales likely won’t recover much until 2010—at the earliest. And without the funds for product development or a gas tax to keep fuel prices artificially high, GM—and the government—will find it increasingly difficult to sell the American public the efficient vehicles Uncle Sam believes they want.