Renault DeZir Concept - Auto Shows 2010

The French once again show their passion for design with this Paris-bound concept.
French carmaker Renault retreated from the U.S. market in 1987, leaving behind the rotting hulks of stuff like the Alliance and the Le Car. But there’s another way to look at the brand; Renault has long been well regarded for its advanced concepts and for its willingness to take risks and experiment. Indeed, some of the cars created by former Renault design chief Patrick le Quément are timeless classics, and the company also has churned out some damn impressive hot hatches, many based on the diminutive Clio. It is this Renault that excites us, and this concept, the DeZir, is stoking the fire.

The DeZir (pronounced “desire”) is the first concept penned by le Quément's successor, ex-Mazda design head Laurens van den Acker. The capital Z in the car’s name is marketing spin at its finest—it stands for “zero emissions,” as the DeZir is fully electric. There is one electric motor, which is mounted behind the passenger compartment and makes 148 hp and 167 lb-ft of torque. That’s plenty to move this concept with some verve—in theory, of course—given the low, 1830-pound curb weight, achieved through the use of a tube frame and Kevlar body panels.

Renault says the DeZir could run from 0 to 62 mph in five seconds. Its hypothetical top speed is governed to an unimpressive 112 mph, however, and its range would be just 99 miles. The lithium-ion battery pack can be charged conventionally via a plug or swapped out quickly; the latter would involve so-called Quick Drop battery stations that could automate the process.

The DeZir shows an array of clever styling ideas. The front end hints at a possible new corporate face, and features horizontal bars and very prominent (and backlit) Renault diamond badge. The scissor doors are front-hinged on the driver side and rear-hinged on the passenger side—Renault waxes philosophical about the doors’ yin-and-yang–style "amorous harmony," although that just sounds like a pretentious double entendre to us. Horizontal taillights grow out of the bright red body and look fabulous.

The interior, inspired by the idea of “an amorous encounter,” is extremely innovative, with smooth, fluid curves; pulsating lights; and a one-piece, amorous-encounter-facilitating bench seat that features indentations to keep occupants from sliding around once they’re spent and on the road again. (Of course, the location of the floating center console might put a crimp on the action.) The trim of the red-and-white interior is asymmetrical. There is no rear window, but two rear cameras do their best to inform the driver about his or her surroundings. It's all rather fanciful and stylish compared to the cabins of regular cars.

The DeZir debuts at the Paris auto show this October, and Renault says it points the way for future production cars. We think that with this two-seater, Laurens van den Acker has proven himself to be the right guy to lead Renault design. With its sensuous shape and its refusal to settle for commonplace solutions, the DeZir is a typical Renault concept car in the best sense. Renault rightly pulled out of the U.S. market 23 years ago, but this concept is a reminder that we’re missing out on some impressive creativity and unconventional thinking.

New Mercedes-Benz E350 Coupe - Short Take Road Test 2010

In a strange reversal, Mercedes-Benz—the company that led the current trend toward the coupification of the sedan with its CLS—is heralding the sedanification of the coupe via the 2010 E350. This is a two-door in body only; its spirit is that of a sober four-door, and it and the CLS appear to be converging on a single point: buyers who want a sedan but without all the space and convenience.

Like a poker player, the E350 has a visual “tell,” a cue that signals its intentions. Here, it is the small quarter-windows in the rear side glass. These allow the rear windows to go all the way down into the bodywork, but their presence also suggests rear doors. Once you mentally draw the cut-lines for two more portals, phantom openings keep insinuating themselves onto the sides of the car. Pull back, and it’s less of an issue. From a distance, the E coupe can be confused with the larger CL coupe, which is clearly a two-door but also—ahem—fully sedan-sized.

A Tidier E-class

Dimensionally, the E coupe is smaller than the E sedan. Its wheelbase is clipped by 6.2 inches, and the coupe is almost seven inches shorter overall, losing about one-quarter of the four-door’s rear-seat space. But despite the mildly less graceful ingress and egress (the car’s pillarless-ness helps in this regard), you hardly feel the squeeze from the back seat, where head- and legroom are almost as gracious as the sedan’s. The car feels far more luxurious overall than the CLK it replaces in the lineup, thanks to the rectilinear dash and interior theme from the E-class sedan. The features list befits a car in this segment, too—burled-wood trim, a central info screen, 11 airbags, drowsiness warning, and leather—and the options list includes the requisite high-end audio, a sport package, and more leather and wood.

Both lengths of E350—coupe and sedan—feel cut from the same bolt, sharing as they do a common C-class–derived suspension. This is also due to the character of the cars’ 268-hp V-6 engine and seven-speed automatic transmission combo, which conspires to keep both 0-to-60 times at 6.3 seconds, despite an almost 200-pound difference in curb weight. You’d think the coupe would be faster, not only because it’s lighter but also because a two-door ought to be.

That sprint, although respectable on its own, pales quickly when compared with the similarly hefty Infiniti G37S coupe’s time of 5.2. Even the down-on-power Audi A5 2.0T Quattro—cheaper, sportier, and better-looking—eked out a 10th on the Mercedes in our testing. And the 230-hp BMW 328i sedan—also sportier and cheaper—gets the job done almost a half-second quicker, as it’s more than 400 pounds lighter. Stopping distances from 70 mph are similarly out of whack. The Benz’s 170-foot squawk is 15 feet longer than the Audi’s and 10 feet longer than the BMW or the Infiniti needs.

Mission Control

So the E350 coupe isn’t bringing the heat performance-wise, but as noted above, that doesn’t appear to be its mission. Its virtues are the classic Mercedes sedan virtues: rock-solid straight-line stability, long-haul comfort in the seats, and a throttle pedal calibrated to hold a given speed unto eternity.

It gets a little confusing, then, when you start optioning the E350 coupe as though you wanted a sporty car. Check the box for the $1950 Appearance package, which includes 18-inch wheels, shift paddles, and a sport suspension, and the car feels strangely bipolar. The sport suspension’s springing is too stiff for all but the smoothest of roads and jostles the car and its occupants around in misery over broken pavement. The harder suspension does help the car settle quickly into turns, but the steering, so nonlinear off-center, doesn’t want to hear about it. Its laziness is at odds with the directness of the car’s newfound body control.

Our advice: Stick with the base suspension, and keep the E350 coupe honest. Keep it a two-door sedan. You’ll hold it close to its $48,925 base price, and you’ll enjoy it a lot more.

Best Chevrolet Offers Corvette Z06 and ZR1 Buyers the Option to Assemble their Own Engines

Hardcore Vette enthusiasts will recall that the LS7 and LS9 engines in the Corvette Z06 and ZR1 are hand-built in the metro Detroit area, meaning they’re touched and assembled by a real person’s hands rather than a series of robots. Now, buyers of the 2011 Z06 and ZR1 can opt to partake in that construction, building their very own V-8 as part of the Corvette Engine Build Experience.

The new program is more than just a marketing gimmick. Customers start with a bare engine block and install pistons, manifolds, and everything else necessary for a functioning motor. No need to worry if you’re not the most technically-savvy person, a GM technician shepherds the customer through the process so your hand-built engine will be just as reliable (and powerful) as any other. At the completion of the build, the customer’s name is affixed to a plaque on the engine—how’s that for bragging rights at cruise nights?—and the powerplant is sent to the Corvette assembly plant in Kentucky to be installed in the customer’s car.

The Performance Build Center (PBC) option must be chosen when a customer orders a 2011 Z06 or ZR1, tacking on $5800 to the car’s purchase price. The price includes food, lodging, and local transportation, but customers must pay for travel to and from Detroit, Michigan.

And if getting your hands dirty with your new machine doesn’t appeal, Chevrolet also has programs catering to the whims of other Corvette buyers. A customer can follow his or her new car along the assembly line at the assembly plant in Kentucky, or take delivery of a new car at the National Corvette Museum. Buyers of the ZR1 can also elect a complimentary high-performance driving school to help them learn the car’s performance characteristics. All are pretty cool ways to get intimate with this high-performance machinery.

New Hyundai Genesis Coupe Gets Interior Updates, New 3.8 R-Spec Model 2011

The Hyundai Genesis Coupe will enter model-year 2011 with a range of interior upgrades and a new, performance-focused 3.8 R-Spec trim. The interior revisions are geared toward creating a more upscale look, starting with chrome trim surrounds for the instrument cluster, center-stack buttons, and automatic-transmission shift gate. Fabric replaces hard plastic on the A-pillars, while dark, metallic-look accents replace plastic on the center stack, door handles, air vents, and steering wheel.

Soft-touch materials are added to the door panels, glove box, dashboard, and door armrests, with improved leather for the steering wheel. The Genesis Coupe also scores new rear coat hooks (woo!), a new trunklid handle, and improved graphics for the digital information display. Navigation and climate control become standard on the 2.0T Premium trim.

Tuner-Ready V-6 Model
The new 3.8 R-Spec trim mirrors the existing 2.0T R-Spec trim, but for models equipped with the 3.8-liter V-6 engine. The R-Spec treatment is essentially a de-contented version of the 3.8 Track model, allowing buyers to get upgraded suspension and brake components with fewer interior toys and gadgets, meaning a lower entry price for a track-focused Genesis V-6.

The 3.8 R-Spec rides on 19-inch wheels with sticky Bridgestone Potenza tires, stiffer suspension with bigger anti-roll bars, a limited-slip differential, and Brembo brakes with 13.4-inch front discs and 13.0-inch rears. Visual differentiation includes R-Spec badging, seats with black leather side bolsters and red cloth inserts, and fog lights. In keeping with the performance bent, automatic headlights and cruise control are ditched in order to save weight. Likewise, the only transmission choice is a six-speed manual. We recently drove a 2.0T R-Spec model, and while it was a solid performer, we came away thinking that the Genesis Coupe as a whole needs some reworking before it can be considered a true performance coupe.

Pricing for the 2011 Genesis Coupe has yet to be announced.

Performance Ford Racing Launches Fiesta Rally Experience

Ford Racing has teamed up with New Hampshire–based Team O’Neil Rally School to let the general public learn how to go rallying in a Ford Fiesta. Ford will campaign highly modified Fiestas in both the FIA World Rally Championship and Rally America next year, and is allowing regular car owners a chance to get in on the fun.

After a classroom session covering vehicle dynamics and car control, students at the Fiesta Rally Experience will spend time on a gravel skid pad and slalom course in the Fiestas, and will learn skills like left-foot braking. Instructors will demonstrate the legendary Scandinavian flick and give students a full-tilt ride through a rally stage. The best students will get to drive the stages themselves.

Ford donated 43 Fiestas to the school, and all have been specially prepped for rally duty with skid plates, rally suspension, off-road tires, and a roll bar to keep occupants safe. The one-day program costs $495 per person. If it’s as much fun as the above picture suggests, we’d say it’s money well spent.

New Ask C/D: 2011 Mercedes-Benz SLS AMG

Mercedes Benz’s latest AMG bruiser has burbled its way into the Car and Driver parking lot. With so many members of the C/D staff peering in the SLS’s windows and popping the hood, we know that you readers may have questions, too. Now that the SLS is gone, and we had a chance to give it a thorough checking-out. Our replies:

Questions from O.A.O.:
Does M-B plan to drop their new 5.5L turbo V8 into the SLS? And can we ever hope to see a Black Series variant?

We spoke with Mercedes-Benz PR on this one and posed your questions specifically. The new 5.5-liter V-8 is not destined for the SLS, though you can be consoled knowing that even in the higher state of tune, AMG estimates that the 5.5-liter will make 563 hp—the same number as the specially-tuned 6.2-liter V-8 in the SLS AMG. Add to that the dry-sump system of the current 6.2 and the magnificent sound and, well, we doubt a switch to the 5.5-liter would be an upgrade.

As for a Black Series version, there certainly have been rumblings and rumors. But Mercedes steadfastly told us that there are “no plans” for a Black Series SLS AMG.

Question from Abu:
What is special about this car?

Like most cars in this price range, it’s largely about personal preference. Many of us thought it was smashing in person. In terms of performance, the SLS is no slouch—we tested it and it produced an impressive 3.5-second 0–60 run. The styling may not be everyone’s cup of tea, but it’s different, and it’s the only car on sale in America today with gullwing doors. They attract a crowd everywhere. Driving the SLS AMG is a sensory experience, and unlike many high-performance cars, it’s livable on a day-to-day basis. Not that any buyers would . . .

Question from John:
Wouldn’t it be better with a stick?

We love ourselves a good manual transmission, although as two-pedal transmissions go, the SLS offers one of the best. The seven-speed dual-clutch gearbox is lightning-quick and friendly to driver input. In fact, we recorded the fastest 0–60 sprints in manual mode. Of course, if you leave things to the computer there are sporty S and S+ settings.

Our time with the SLS may have come to an end—for now—but our reporting on it hasn’t. Stay tuned for more. In the meantime, check out our original first drive of the SLS AMG.

Next Hyundai Elantra Interior Previewed by Home-Market Avante 2010

Hyundai has released an interior image of its all-new Avante, which is sold in South Korea. Outside the homeland, the Avante is better known as the Elantra, meaning this image previews the inside of the next Hyundai Elantra that will be sold in the U.S.

The new interior wears an attractive, grown-up design that sheds some of the current Elantra’s economy-car cues. In place are a squished-hourglass-style center stack and an instrument cluster that reminds us of that in the new Sonata. Hyundai hopes the “futuristic” design and swoopy dashboard lines will appeal to younger buyers.

The car will continue to be positioned as an entry-level vehicle, but it looks to have a wealth of options. Interior gadgets include a large touch-screen navigation system, dual-zone climate control, and buttons for Bluetooth phone connectivity, parking sensors, and what looks like a self-parking system. None of those features are available on the current U.S. Elantra, and we don’t yet know which (if any) will make their way to American-spec cars. The Korean version will be powered by a direct-injected 1.6-liter engine mated to a six-speed automatic transmission.

The new Avante debuts in South Korea this August, and an updated Elantra is likely to arrive on our shores next year.

New Novitec Tridente Tunes Maserati Quattroporte and GranTurismo

Novitec Rosso is a German tuning company known for coaxing extra horsepower from Ferrari engines. Now they have a division called Novitec Tridente—which refers to the brand’s trident logo, not the gum—charged with modifying Maseratis. Tridente has tuning packages for the Quattroporte and GranTurismo that offer over 150 more horsepower than stock.

The company’s package for the Maserati GranTurismo S bumps engine output to 600 hp and 434 lb-ft of torque, versus 440 hp and 360 lb-ft in the stock car. Changes to the 4.7-liter V-8 engine consist of a supercharger offering up 5.4 psi of boost, a water-to-air intercooler, a new intake, bigger fuel injectors, and a reprogrammed engine computer. Novitec Tridente claims the car is good for 195 mph yet still meets European emissions standards.

Outside, Pirelli tires wrap lightweight wheels measuring 20 inches front, 21 inches rear. A new body kit, comprising a front spoiler, side skirts, a rear spoiler, and a rear diffuser, is said to reduce lift. Finally, the GranTurismo receives a new suspension with adjustable height and damping settings. The entire package costs the equivalent of $30,000.
If four-doors are your thing, the tuners have worked up a similar package for the Quattroporte S and Quattroporte Sport GTS. Power climbs to 590 hp and 422 lb-ft, thanks to a 5.1-psi supercharger, a water-to-air intercooler, a new intake manifold, larger fuel injectors, and a reprogrammed engine computer. (The stock S makes 425 hp, while the Sport GTS begins life with 433.) The tweaked cars are said to be capable of 183 mph. The modified Quattroporte also scores adjustable suspension components, 21-inch wheels, and a subtle carbon-fiber rear spoiler . The conversion costs about $25,500. Pay extra, and Tridente will deck out your car’s interior with full leather-and-alcantara treatments, a Blu-ray DVD player, or a high-speed internet connection.

Audi A6 3.0T Quattro vs. 2011 BMW 535i, 2011 Infiniti M37 - Comparison Tests

At the outbreak of World War I, David Lloyd George—British statesman, prime minister, and all-around champion of the underdog—was annoyed by the then-popular refrain, “The war that will end war.” Instead, he said, “This war, like the next war, is a war to end war.”

And so go the wars among the $50,000 luxo-sports sedans, a burgeoning and combative niche whose inhabitants seemingly engage in almost monthly one-upmanship. In fact, it was just last September that we ran our “Five at Fifty” comparo, in which a quintet of 50-grand execuliners duked it out. In that battle, an Audi A6 3.0T Quattro prevailed, followed not far behind by a BMW 535i and an Infiniti M45. Since then, the would-be Audi slayers have comprehensively renovated their products, so another war—this one surely a war to end war—seemed justified.

Naturally, the Audi returned, as champions will, shod with 19-inch Michelin Pilot Sport PS2s rather than the previous Pirelli P Zero Rossos.

BMW’s sixth-gen 5-series, now based on vehicle architecture shared with the 7-series, has been as thoroughly updated as the auto-dial directory in Tiger Woods’s cell phone. Several key dimensions are up, notably wheelbase (3.2 inches), length (2.0 inches), and rear track (1.9 inches). The inline-six has lost one turbo in favor of a single twin-scroll unit along with BMW’s Valve­tronic throttleless intake system, and fuel is still injected directly into each cylinder. Power and torque remain static, but the lone-turbo layout has allowed BMW to revert to a single exhaust stream wending its way through a single catalytic converter.

Next, the Bavarians have, for the first time in 5-series history, opted for steering with electric power assist—a major shake-up, as we shall see. More aluminum has been deployed, including the doors (also a first), along with the hood and the front fenders, whose skins readily flex with the push of a finger. (Odd, then, that our 2011 test car weighed 212 pounds more than our previous manual-transmission 535i.) The front suspension’s strut has been replaced with a multilink arrangement, and the rear suspension now sports a fifth link. The transmission spins not six gears but eight, which seems like an awful lot. A clutched alternator charges the battery primarily while the car is decelerating in order to waste as little energy as possible. And, finally, the grille’s insignia kidneys jut forward more arrogantly, as if to taunt those poor souls in need of a transplant.

The Infiniti, too, has undergone a major makeover, with numerous swaths of its handsome new bodywork looking downright ­Jaguarish. With a Cd of only 0.27, it’s slippery, too. Width is up 1.5 inches, length is increased by 0.6 inch, and the rear-drive M37 offers a wider track. Underhood, you’ll now find the same V-6 used in the Nissan 370Z, producing five more ponies than were available from the former V-8–powered M45.

All of that fiddling, one would suppose, should be sufficient to dethrone the aging Audi, or at least scare it. Let’s find out.

BMW 6-series Rendered - Future Cars 2012

Along with the X3, the 6-series is the oldest BMW on the market. Launched at the Frankfurt auto show in the fall of 2003, the current car has carried on for seven years, supported by a convertible version launched in 2004 and a very modest face lift in late 2007. Now it's time to move on, and this is what we believe the next-generation 6-series will look like. It will be launched in late 2010 or early 2011 and draw heavily from the Gran Coupé concept car BMW unveiled at the Beijing auto show earlier this year.

Stylistically, the next 6 will be less bulky than the current model, which—back in 2003—was the second Bangle-fied blow absorbed by BMW loyalists after the portly 2001 7-series. With LED running lights and BMW’s characteristic air intakes below the headlights, the next 6 will launch with styling elements that undoubtedly will prove less controversial than the outgoing model's protruding posterior. It will look leaner, tighter, and more aggressive than the current model.

Power initially will come from BMW’s 300-hp, turbocharged 3.0-liter inline-six and 400-hp, twin-turbo 4.4-liter V-8. Europe will get a 3.0-liter turbo-diesel likely rated around 320 hp, but we doubt it will be offered in the U.S. We will, however, get another M6, which—like the next M5—will be powered by a high-output version of the twin-turbo 4.4-liter V-8 rated as high as 580 hp. We’re keeping our fingers crossed for a manual-transmission option. The current-generation V-10 M5 and M6 were launched with the automated SMG transmission only, but U.S. customers forced BMW to hastily add a six-speed manual—a lesson unlikely to be forgotten soon. If this engine portfolio sounds awfully similar to that of the 5-series, that's because under the skin—as has been the case since the 6-series debuted in the late ’70s—the 5 is the 6's closest sibling, even though the coupe poses as a sportier, slightly downsized 7-series.

Just as it does with the current model, BMW will offer a coupe and a convertible, and we expect the latter to keep its traditional fabric roof. But this time around, there likely will be a third variation: a sedan—which inevitably will be dubbed a "four-door coupe"—to compete with the Audi A7 and the Mercedes-Benz CLS. Judging from the four-door Gran Coupé concept, it will be beautiful enough to make us forget the 6’s stylistic sins of the recent past.

2010 Dodge Releases Photos of Mopar ’10 Challenger

The few mechanical changes comprise a new air intake and strut bracing front and rear. Dodge tells us the intake and the hood scoop should coax an additional 15 hp from the 5.7-liter V-8 engine. The Mopar ’10 Challenger also scores Super Track Pac suspension, a $400 option on other Challengers that bundles better dampers, a new rear axle, upgraded brake pads, and sticky Goodyear tires.

Dodge has given us real photos of the Mopar ’10 Challenger, and it looks just as menacing in the sheetmetal as we expected from an earlier sketch. Just 500 will be built, all finished in black with black 20-inch wheels, hood pins, and a functional hood scoop. Buyers get a choice of blue, red, or silver for the side stripes.

The cockpit is outfitted with Katzkin leather upholstery featuring Mopar ’10 stitched logos, a leather-wrapped steering wheel, and a unique dashboard plaque bearing the car’s serial number. Manual-equipped cars get the pistol-grip shifter seen below, although Dodge expects about 80 percent of buyers to choose the automatic, which comes with a T-shaped shift lever.

Dodge is taking pre-orders for the cars now, and they’ll arrive in dealerships across the country next month. The entry price is $38,000 with an automatic and $39,000 with a manual transmission.

New Audi RS5 Scheduled for 2012 U.S. Arrival

We’ve been anticipating the Audi RS5 being sold in the U.S. ever since Audi CEO Rupert Stadler confirmed it to us a few months ago. Now we know just how long we have to wait: Audi promises the RS5 will hit American soil in 2012.

For a quick refresher, the two-door RS5 packs a 4.2-liter V-8 engine producing 450 hp and 317 lb-ft of torque, a seven-speed dual-clutch transmission, and—as with all Audi RS cars—Quattro all-wheel drive. We recently tested a European-spec car and managed to hit 60 mph in 4.0 seconds and pull 0.98 g on the skidpad. Not bad.

Either the RS5 or the TT RS will mark the return of the RS badge to our shores depending, of course, on which arrives here first. Audi is still keeping quiet on pricing and equipment, but expect the RS5 to sticker at similar levels to the BMW M3 and Cadillac CTS-V coupes, at around $70K.

New Ford Explorer - Official Photos and Info 2011

At the press preview of the 2011 Explorer, Ford executive Mark Fields said the plan was to reinvent the vehicle “for an SUV market that we still think is very vibrant.” As we’ve known for some time, that reinvention most notably involved abandoning the Explorer’s traditional body-on-frame roots in favor of unibody crossover underpinnings. As a result, one of America’s most recognizable SUV icons now is based on the Taurus’s front-wheel-drive D platform. So even while the name’s the same, the vehicle to which it’s attached is radically different.

Why retain the name? Ford was more than happy to tell us that 96 percent of American consumers recognize the Explorer nameplate, something the company views as an automatic plus. We have to wonder, though, how many of those folks might have a negative perception of the Explorer name—after all, BP probably has similarly high brand recall, but it certainly wouldn’t qualify as the sort of marketing coup that translates to increased sales.

EcoBoosting Prices

Speaking of petrochemicals, one of the new Explorer’s big “stories” (as PR folks like to say) is the smaller amount of fuel it’s expected to burn. Like the Taurus and Flex with which it shares its architecture, the Explorer will come standard with a 3.5-liter V-6, this one featuring variable valve timing for both camshafts. Output is higher than in other applications, at 290 hp and 255 lb-ft of torque. Ford expects a minimum 20-percent fuel-mileage improvement from the 3.5-liter compared to the outgoing Explorer’s ancient 4.0-liter V-6, which scores 13 mpg city/19 highway in four-wheel-drive trim. (The 292-hp V-8, which will not return, was slightly more efficient than the 4.0-liter.)

As with all other D-platform offerings, which also include the Lincoln MKS and MKT, the Explorer’s optional engine will be one of Ford’s EcoBoost-branded mills. But it won’t be the twin-turbo 3.5-liter V-6; instead Ford plans to charge a premium for a turbocharged, direct-injected 2.0-liter four-cylinder. It’s less powerful than the standard six, making 237 hp and 250 lb-ft of torque. This one sounds like a tough sell to us, even with its expected fuel-economy boost of 30 percent over the outgoing 4.0-liter. Ford defends the 2.0-liter’s higher price by citing the complexity and cost associated with turbocharged engines. The fact that the engine is built in Spain and then shipped to Ford’s Chicago plant for installation can’t help, either.

Both engines are paired with a six-speed automatic transmission. Front-wheel drive will be standard across the board, while all-wheel drive is only available with the 3.5-liter V-6. The all-wheel-drive system includes a knob to control a Range Rover–esque “Terrain Management system,” which allows the driver to tailor throttle response, shift pattern, stability and traction control, and all-wheel-drive torque split for specific situations. Snow mode reduces throttle sensitivity, makes shifts less aggressive, and upshifts sooner to keep the revs low. Choosing Sand mode provides more aggressive shifts at low speed, keeps the transmission in lower gears, and increases throttle sensitivity. The Mud setting disables traction control, has a less aggressive shift schedule than Sand, and raises the yaw threshold of the stability control to allow some sliding without getting bogged down. The everyday Normal setting has the all-wheel-drive system acting primarily through the front wheels, shuttling power to the rear wheels only when traction limits dictate. There’s no low range, but hill-descent control is standard.

The Explorer grows for 2011. Compared to the 2010 model, the new one is a few inches wider, almost four inches longer, and rides on a wheelbase that’s about an inch shorter. Despite the switch from body-on-frame construction, the size increase keeps weight savings to a minimum. We’re told to expect a drop of roughly 100 pounds when comparing a new, 3.5-liter all-wheel-drive Explorer to the outgoing all-wheel-drive V-8 model—the last Explorer we tested weighed in at 5059 pounds, which puts a loaded 2011 in the neighborhood of 4950 pounds. An aluminum hood and magnesium seat frames for the third row are among the measures taken to shave pounds from the new design.

Exploring Similar Styling

Now that the Facebook-based strip tease is over and we’ve had a chance to see the vehicle in person, we can confirm that the new Explorer is a handsome package. It’s unmistakably a Ford and unmistakably an Explorer. The design carries over the wide, body-color C-pillar of Explorers past, playing up the effect by blacking out pillars A, B, and D. The interior design is handsome if not groundbreaking, with materials on par with those found in the Taurus. There’s room inside for six or seven, with the third row accommodating only the very small. Wheel sizes range from 17 inches for base models to 20s for the Limited and XLT.

There also is a slew of safety features on the menu. One is Curve Control, a dubious piece of electro-nannying that promises to slow the vehicle when sensors determine that the driver is entering a corner too quickly. (Do people really need this?) The Explorer will see the first use of inflatable shoulder belts for its outboard second-row passengers, the aim being to spread the impact forces across a wider area and to cushion the belt-wearer in the event of a crash. Other gadgets include blind-spot monitoring, cross-traffic alert, adaptive cruise control, collision detection with auto braking—this applies the brakes once the driver removes their foot from the throttle after being warned of an impending crash—and pressure-based crash sensors that can deploy the side airbags more quickly than acceleration-based sensors.

The 2011 Explorer is less an evolution of the original than a crossover that happens to wear Explorer badges, and it will slot between the Edge and Flex in size. We think Ford’s decision to move to unibody construction was a sound one, and it certainly gives the Explorer name a newfound relevance in a world increasingly skeptical of traditional SUVs. We don’t yet know if that will translate to sales success, but the Explorer is now aimed at a potentially more receptive audience and that can’t hurt—even if fewer than 96 percent of Americans buy one.

New Nissan Leaf Batteries to Carry 8-Year/100,000-Mile Warranty, Launch Markets Announced

Nissan has announced that the lithium-ion battery pack for the upcoming Leaf electric car will carry an 8-year/100,000-mile warranty. That could quell any fears potential customers may have about costly battery replacement down the road (at least for the first eight years of ownership).

The announcement comes just hours after Chevrolet revealed pricing for the upcoming Volt, which also has an 8-year/100,000-mile battery warranty. If you think the timing is more than coincidence, you’re not alone.

So far, 17,000 customers have paid the $99 necessary to reserve a Leaf, with real orders beginning in August. The first production Leafs (Leaves?) will be sold in Arizona, California, Oregon, Tennessee, and Washington this December—about the same time the Volt will first appear in select regions.

Nissan also told us about the preferences of those who have made their reservations. Over 30 percent want their Leaf in blue, with 26 percent asking for a silver car. Three-quarters of buyers are willing to pay $940 extra for the SL trim, which nets a rearview camera, a solar-panel rear spoiler, fog lights, and automatic headlights.

As for why they’re interested in buying an electric car, 35 percent of those reserving a Leaf cited energy independence, 34 percent cited environmental consciousness (is everyone else environmentally unconscious?), and 20 percent said the purchase was due to concerns about fuel costs. We’re thinking that many of them and the remaining 11 percent simply want an EV in order to show off their green credentials to friends and neighbors, but that apparently wasn’t an option on Nissan’s survey.

Mercedes-Benz CL63 AMG / CL65 AMG – Official Photos and Info 2011

New style, more power, and extra gadgets for the go-fast CL63 and CL65.

Low-flying private jets, tire-liquefying gentlemen’s expresses—whatever you call Mercedes’ CL63 and CL65 AMG models, they’re going to take more names and kick more assumptions to the curb after a 2011 refresh. There are the expected visual tweaks, but the real action is under the surface, where new electronic gadgets join a revised engine lineup.

The CL65 continues to holster a twin-turbo, 6.0-liter V-12 engine that’s among the gutsiest engines you can buy. This year, bigger turbocharger piping and reprogrammed electronics bump power from 604 hp to 621. Torque is unchanged at 738 lb-ft. Mercedes also says that a new “smart” alternator, new piston rings, and a modified oil pump conspire to reduce emissions by nearly four percent—but that seems a bit irrelevant when discussing a twin-turbo V-12 with a terminal velocity of 186 mph.

Visual and Equipment Upgrades

Both cars receive the array of visual upgrades already applied to the lower CL-class models and the 2010 S-class. The changes encompass a new sculpted hood design, an enlarged grille, redesigned bixenon headlights, LED running lights, new taillights, backup lights relocated to the sides of the license-plate holder, a new painted diffuser, and new tailpipes. The cars ride on redesigned AMG-specific wheels, painted titanium gray.

For those who have interests other than surprising Porsche drivers, there’s enough tech on board the CLs to direct airplane traffic (although the cars don’t come with a 15-year-old kid to teach you how to use it all). A new AMG sports steering wheel features aluminum shift paddles and complements an updated instrument cluster and the latest version of Mercedes’ COMAND infotainment system. Other new toys include a built-in lap timer, the SplitView display technology that shows different images for driver and front-seat passenger on the same screen, and enough safety tech to satisfy even the most paranoid of drivers.

The night-vision camera now can now detect and highlight pedestrians, and the new Active Lane Keeping and Active Blind Spot Assist systems apply brakes to keep the driver from veering out of his lane or sideswiping an adjacent car; the systems are optional on the 63 and standard on the 65. Both cars score the latest version of Mercedes’ Active Body Control suspension system, as well as Direct Steer, which offers variable steering ratios and effort; Torque Vectoring Brake, which slows the inside rear wheel in turns to mitigate understeer; and crosswind stabilization, which adjusts the suspension loading to counteract the effect of strong winds.

Pricing for the new AMGs has yet to be announced, but we’re expecting something close to last year’s $146,075 for the CL63 and $208,045 for the CL65. Titanic depreciation is expected to remain the same.

Porsche 918 Spyder Concept Confirmed for Production – Car News

Porsche 918 Spyder Concept Confirmed for Production - Car News

Perhaps the most wicked hybrid ever, the 918 Spyder concept will become a roadgoing reality.

When the Porsche 918 Spyder concept was revealed to the press the evening before the 2010 Geneva auto show in March, it was with the tacit understanding that the car was bound for production. After all, Porsche had never shown a concept car it failed to put on the road, and it was clear from our conversations with Porsche brass that this rule wouldn’t change under new VW ownership. The official announcement came today: Porsche will produce the 918 Spyder in “limited series production.”

Details are still sketchy as to the car’s volume and positioning, but expect the former to be very low and the latter to be very high. The 918 Spyder will be Porsche’s flagship, the brand’s attempt to set the high-water mark for dual-source power. Historically speaking, this car aims to do for hybrid performance what the 959 did for all-wheel-drive supercars. We can’t wait to drive it.

New Subaru Debuts 2011 WRX STI-based Rally Cars for X Games

The Subaru Rally Team is back with three new cars based on the revised 2011 Impreza WRX STI. The cars have been prepared by Vermont SportsCar and will compete in X Games 16 rally events in Los Angeles this weekend. The transformation begins with a 2011 WRX STI just like the ones you can buy in your local Subaru dealership; SRT chose to stick with the five-door hatch rather than using the newly resurrected sedan model.

The gap between a showroom STI and the rally car quickly widens. SRT stripped the car’s interior, welded some of the body seams for extra stiffness, and bolted in a full roll cage and Kevlar fuel cell. Standard components are replaced by Recaro racing seats, a custom dashboard, carbon-fiber door panels, a rallying trip computer, and an automatic fire extinguisher. On the outside, they added a 0.25-inch aluminum skid plate, mud flaps, a carbon-fiber roof scoop, and the requisite rally-car (read: loud) graphics treatment

At the car’s heart is a 2.0-liter, turbocharged flat-four engine (based on that of the Japanese-spec STI) capable of converting race fuel into 500 hp and 560 lb-ft of torque. It’s mated to a heavy-duty Exedy clutch and a close-ratio, five-speed manual transmission designed for clutchless shifts. As in the street STI, drivers can adjust the center differential split for the all-wheel-drive system, although Subaru says reprogrammed electronics mean rally-car drivers have even more adjustment than in the stock car.

Although the horsepower figures are impressive, Subaru spokesman Dominick Infante reminds us that prodigious amounts of torque are more important to rally drivers, allowing them to “explode out of corners.” Depending on the gearing chosen for each event, Infante said the STI rally cars can pull off 0-to-60-mph times in the mid-three-second range—on dirt and gravel, no less.

Everything sits on a fully-adjustable suspension from EXE-TC that’s durable enough to take rallying abuse. The larger rear wing can reportedly provide downforce even when the STI is drifting sideways around turns. Additional rally-specific tech includes launch control, a turbocharger anti-lag system, and a hydraulic handbrake for initiating slides.

At the helm of the new cars will be Travis Pastrana, Dave Mirra, and European rally champ Sverre Isachsen. Last year, Ford’s Fiesta rally car dominated the X Games events, with a Subaru WRX STI piloted by Pastrana coming in second place. After this year’s X Games, the three new Subarus will compete in Rally USA rallycross events at New Jersey Motorsports Park this fall.

New Toyota Launches SEMA-Inspired Accessory Packages for 2011 Tacoma

Proving that some SEMA concepts make it beyond the show floor, Toyota has launched two TRD accessory packs for the 2011 Toyota Tacoma based on a SEMA concept. Fortunately, they’re not as outrageous and nonsensical as some of the show’s vehicles. The T|X and T|X Pro packages draw their inspiration from the Tacoma T|X concept (pictured below) that bowed at the 2009 SEMA show. The packages are available for Tacoma V6 Access Cab (rear suicide doors) or V6 Double Cab (four full doors) models equipped with the factory Off-Road package.

The Off-Road package augments the Tacoma’s equipment list with a locking rear differential, Bilstein shock absorbers and uprated progressive front springs, a thicker front anti-roll bar, fog lights, better seats, and an interior compass and temperature display.

The T|X package goes for visual appeal, with black TRD 16-inch beadlock wheels wearing BFGoodrich Rugged Trail tires, black side steps, a stainless-steel exhaust tip, and special decals. At $1699, Toyota says the package is $754 cheaper than buying all the components individually from the TRD catalog. It will be available in dealerships in September.

The T|X Pro package features the same 16-inch wheels and unique graphics, and adds a TRD performance exhaust system for a more-aggressive engine note and 5 to 8 extra horsepower. (In stock trim, the Tacoma’s 4.0-liter V-6 produces 236 hp and 266 lb-ft of torque.) The package costs $1699, which Toyota claims is a savings of $720 versus buying the components separately. It can be ordered in Toyota dealerships now. Both accessory groups are backed by a 3-year/36,000-mile warranty.

Porsche Plans Test of Three Electric Boxsters, Panamera Hybrid Due in 2011

In addition to the recently confirmed 918 Spyder hybrid sports car, Porsche plans to test electrified Boxsters and will soon add a hybrid version of the Panamera sedan. The vehicles all fall under what the manufacturer calls the Porsche Intelligent Performance Initiative, a decree to combine high performance with reduced emissions.

The three all-electric Boxsters will be experimental vehicles used to help Porsche research battery and electric-drive components in real-world driving. While there are no solid plans at the moment—at least none being made public—CEO Michael Macht says we can reasonably expect an all-electric Porsche at some point in the future.

We also now have official confirmation that the Porsche Panamera S Hybrid will enter production in 2011. It will use the same drivetrain as the Cayenne S Hybrid that will launch later this year. The powertrain marries the supercharged 3.0-liter V-6 engine from the Audi S4 to a 47-hp electric motor. Based on our experience in the hybrid Cayenne, we expect the gas-electric Panamera to offer performance near that of the V-8 Panamera S

Nissan Rogue Gets Exterior Refresh, Improved Fuel Economy 2011

This is the 2011 Nissan Rogue, refreshed and repackaged with a tiny bit more fuel economy. It will be unveiled officially tomorrow at the International Z Car Convention in Nashville, Tennessee. Why there? Nissan believes the Rogue is just like the original 240Z “Z-car” (which has since evolved into the 370Z) in that it offers great performance, stylish looks, and good affordability. We say anyone who really wants a Z-car successor should, um, buy a 370Z—it’s a rear-wheel-drive sports car, after all, whereas the Rogue is a small, front-wheel-drive-based crossover.

Tenuous connection to the past aside, the Rogue is henceforth available in S, SV, and S Krom trims. The old SL trim has been renamed SV, although, confusingly, there is now an SL equipment package offered for the SV trim. You can no longer buy a Rogue SL, but you could pick up a 2011 Rogue SV SL. So there.

The Rogue’s face lift encompasses a new front fascia with highly stylized fog-light cut-outs, a redesigned chrome grille, the addition of chrome trim on the lower door edges, a revised rear spoiler, and a new chrome bar above the rear license-plate holder. The number of possible paint colors doubles from four to eight. Inside, a redesigned instrument panel and center stack join new seat upholstery and ambient lighting. We think the exterior looks much more upscale, like a mini-Murano, although the interior updates aren’t as drastic.

Fuel economy improves a tick thanks to low-rolling-resistance tires (on all but the base S models), an underbody tray, and new air deflectors in front of each wheel well. Front-drive models improve 1 highway mpg to 22 mpg city/28 highway; all-wheel-drive models gain 1 mpg in the city, for a 22/26 rating. As before, the lone engine offering is a 170-hp, 2.5-liter four-cylinder attached to a continuously variable transmission.

Nissan gifted the Rogue with plenty of new equipment, starting with standard iPod connectivity and illuminated vanity mirrors on the Rogue S. For the first time, the Rogue can be equipped with 18-inch wheels with the S Krom trim or SL package. As before, the Krom model wears unique front and rear body panels, fog lights, and a center exhaust. For 2011, it’s available only in white, black, or gray.

There are two key option packages for the Rogue SV. The Premium package adds a navigation system, power sunroof, automatic headlights, and automatic climate control. The SL package adds the Premium pack’s equipment plus leather trim, heated front seats, heated side mirrors, a leather-wrapped steering wheel, a seven-speaker Bose audio system, and fog lights.

Pricing for the 2011 Rogue has not yet been announced. The 2010 Rogue S with front-wheel drive started at $21,260, while the costliest S Krom model with all-wheel drive commanded $26,110.

New Chevrolet Increases Projected 2012 Volt Production Capacity by 50 Percent

GM has announced that it will increase production capacity for the Volt by 50 percent, now planning to build 45,000 copies in 2012, up from the 30,000 units announced less than a month ago. Production numbers for 2011 are unchanged, at 10,000 cars.

GM says that there’s been a “tremendous” growth in interest in the Volt over the last three weeks, leading to the decision to raise production capacity. A GM spokesman told us the company won’t need to expand its production facilities to accommodate the projected growth in output. He wouldn’t say whether the “growth in increase” reflects actual reservations for the car, which likely were spurred by this week’s Volt pricing announcement.

The announcement came after President Barack Obama toured the Hamtramck, Michigan, factory where the Volt will be built, and follows hot on the heels of news that the Volt will cost $41,000 new (before a $7500-max federal tax credit) or be available for lease from $350 per month.

Infiniti M35h / M Hybrid – Prototype Drive 2012

The gas-electric M is powerful and uses less gas, but it comes at the cost of weight and, well, cost.

As the first in-house hybrid from Nissan/Infiniti, the M35h is pretty unassuming. Indeed, while the test cars we drove in Japan were covered with decals advertising their gasoline-electric-ness, small “hybrid” badges on the production models’ front fenders will be the biggest powertrain giveaway once the cars arrive stateside next spring.

Mazda 3, Mazdaspeed 3 Gain More Standard Equipment 2011

We really like our long-term Mazda 3 hatchback for its engaging driving dynamics and versatility, and it’s clear that we’re not the only ones who love this small car: Mazda claims the 3 makes up a third of the brand’s sales globally. For 2011, Mazda will grace the 3 and its performance-oriented brother, the Mazdaspeed 3—hey! We’ve got a long-term one of them, too—with some additional standard equipment. The cars are mechanically unchanged from last year.

The Mazda 3 i SV and i Sport sedans gain standard stability control and power door locks, which were previously unavailable on those entry-level trims. Hatchback and sedan s Sport models equipped with an automatic transmission can now be equipped with rain-sensing wipers, LED taillights, and automatic, adaptive bi-xenon headlights. For s Grand Touring trims, a sunroof, a 265-watt Bose sound system, and a six-disc CD changer become standard; they were previously optional extras.

The high-performance Mazdaspeed 3 continues mostly unchanged. The car’s Technology package adds rain-sensing wipers; automatic, adaptive bi-xenon headlights; and LED taillights, which were all previously unavailable on the Speed 3. Carryover Tech package contents consists of a 242-watt Bose sound system, a navigation system, an alarm, and proximity-based keyless entry and ignition.

Dodge Charger Interior Spy Photos – Future Cars 2011

The camo blows off and we take our first (unauthorized) peek inside.

Automakers spend a tremendous sum to hide their upcoming vehicles during development, but all it takes is a well-aimed gust—and perhaps a sub-par job of securing the wrappings—to literally blow the cover off a protected prototype. That’s what happened with the 2011 Dodge Charger, which our spies caught, snout fully exposed.

Honda Accord Crosstour FWD – Short Take Road Test 2010

Still not the Accord wagon we’d like.

As the philosopher Jagger said, “You can’t always get what you want.” Mick was right. What we want—what we’d love—is a Honda Accord station wagon. But Americans don’t buy wagons. Rather, some Americans buy some wagons, just not in high enough numbers to convince automakers to give us more traditional load-luggers. Instead, Honda—like every other carmaker—sells crossover utility vehicles: car-based, raised wagons meant to look more like SUVs and less like Clark Griswold’s family truckster. The Accord Crosstour is the company’s entry into the somewhere-between-sedan-and-SUV segment, an Accord-based answer to Toyota’s Venza.