Chevrolet Aveo RS Concept - Auto Shows

The new Chevrolet Aveo RS concept debuting at the Detroit auto show reveals that GM has something smart and small in the works ready to meet Ford’s much-ballyhooed new Fiestasubcompact.

Larger than the current Aveo and donning what Chevy calls a “European hot-hatch look,” the five-door “Borocay Blue” RS show car is intended to appeal to the youth market—or any market, really. It previews the production version of the next Aveo due as a 2011 or 2012 model. Raise the concept’s chin a tad, tone down the chrome-rimmed outer air inlets, and replace those aluminum-wrapped exposed headlights (circumscribed as they are in blue) with similar halogen units, and you’re staring into the face of the 2011 Aveo. De-flare the RS concept’s fenders and replace the 19-inch wheels with more feasible rollers and you get a good idea of what the rest of the car will look like—we’ve seen the production-ready base model, so we should know. There’s a sedan, too, although it’s more homely than the hatch. Of course, if Chevy ends up putting out an actual Aveo RS model with body mods like those seen here, we’re fine with that.

Spicy Interior

More hints about the next-gen car can be found in the Aveo RS’s leather-wrapped interior, a more spacious and rather highly designed piece of work. Production elements include the motorcycle-inspired, asymmetrical instrument cluster affixed to the column, as well as the prominent center stack. Blue stitching and other accents that match the exterior are sprinkled throughout the concept’s cabin, portending some probable interior color treatments in the next Aveo. The materials in the show car are quite nice. Indeed, given the popularity of premium hatchbacks in Europe and Japan, we could see a high-spec RS trim such as this going into production for other markets, although the fact that GM is showing it at Detroit indicates that it’s being considered for the U.S., too.

But cash-strapped GM may not be prioritizing super-high-output versions of cars like the Aveo in the near future. The Aveo RS concept is motivated by the 138-hp, 1.4-liter turbocharged Ecotec four-cylinder slated to appear soon in the Chevrolet Cruze, in this case mated to a six-speed manual transmission. It’s likely that the base production Aveo will get a less powerful, naturally aspirated four. An actual RS model is probably a ways down the pike.

Late to the Fiesta

Chevy isn’t being specific about exactly when it will start building the next Aveo, which will happen at GM’s plant in Orion Township, Michigan. Retooling for the plant doesn’t start until late this year, so don’t expect Aveos to start hitting dealerships until next calendar year.

(BY STEVE SILER, PHOTOGRAPHY BY PATRICK M. HOEY)

Ford Mustang GT 2011 - Auto Shows

Few automobiles have had the sort of longstanding street cred given to Ford’s Mustang GT. But the deference it has enjoyed for much of its four-plus decades has been called into question recently now that recently introduced muscle-machines from Chevy and Dodge have come along with larger, high-tech V-8s. With its comparatively small 4.6-liter V-8 under the hood, the Mustang has had a lot to overcome. Alas, with its lighter weight and charming handling characteristics, the GT still won our most recent Mustang GT/Camaro SS/Challenger R/Tcomparo, and by a fairly comfortable margin. Well, come fall of 2010, the Mustang GT stands to put even more distance between it and its rivals with a thoroughly modern mill of its own, the new 5.0-liter “Coyote” V-8.

Fenders Say “5.0” and Mean It

Developed by a relatively small team of engineers working on a shoestring budget, the new 5.0 V-8 is nonetheless quite an achievement. Codenamed “Coyote” during development (Ford says its official name is “5.0-liter Ti-VCT DOHC V-8 Engine.” We prefer Coyote), the new, all-aluminum DOHC engine features four-valves per cylinder and displaces a full 5.0 liters. Contrast that with the old 4.9-liter “Five-Point-Oh” motor that Vanilla Ice crooned about forever ago. Compared with that engine, the new 5.0 is nearly twice as powerful, producing 412 hp at 7000 rpm (compared with 215 for the old 4.9) and 390 lb-ft of torque at 4250 rpm (versus the 4.9’s 285) on premium gas, with 300 lb-ft of that torque available at just 2000 rpm. Regular unleaded is acceptable to use, but expect the power ceiling to drop by 10 ponies and 13 lb-ft should you choose the cheap stuff. As for that power peak at 6500 rpm, well, that’s near the veritable rev stratosphere on Planet Muscle Car.

Incidentally, the Coyote shares pretty much nothing with the outgoing 4.6-liter V-8 currently providing 315 hp and 325 lb-ft of torque to the 2010 Mustang GT. Only the bore centers are the same; nothing from the 4.6-liter will even fit on the new engine. Bore increases from 90mm to 92.2mm, while stroke increases to 92.7mm. The compression ratio rises to 11.0:1. Cylinder heads are now more compact for better intake manifold flow. The intake manifold is now partially exposed and dressed to impress during that all-important driveway hood pop, thanks to a halo-style engine cover that covers only the wiring and fuel rails. Slick.

Some of the newfound potency (and speed of development) comes about by following some of the same channels that the base Mustang’s gutsy new 3.7-liter V-6 employed on its successful quest to achieve 305 hp. Most significant among them is the fitment of Ti-VCT (Twin Independent Variable Camshaft Timing), which Ford says will be on 80 percent of its products by 2012. It allows for extremely precise overlap of the time that both intake and exhaust valves are open, optimizing efficiency during both high- and low-load operation. As with the V-6, the cooling system has also been reworked both for efficiency and effectiveness. Also important is that the engine was designed for the (possible) future implementation of direct injection and/or turbocharging.

Minor Fuel-Economy Improvement

Curb weight is likely to remain close to that of the current GT, since the weight of the engine only increases by about 10–15 pounds, according to Ford. The GT was already the fuel-economy champ in its class, but fitted with the six-speed automatic it will gain two mpg on the highway to 25, while the 17 mpg figure in the city remains the same as the 2010 model. With the newly fitted MT82 six-speed manual replacing the five-speed from 2010 (that’s right, six forward gears, like the rest of the performance-car universe!), fuel economy remains flat at 16 and 24, which is still an achievement considering the massive power boost.

As for that way more important performance figure—acceleration—Ford has declined to give us a figure. But we’re betting on a 0-to-60-mph number in the 4.6-to-4.8-second range and a quarter-mile run of under 13 seconds, based on that fact that we’ve consistently been able to hustle the Chevrolet Camaro SS to 60 in 4.9 seconds and through the quarter at 13 flat with all of its extra bulk.

The Rest Gets Better Too

According to Ford, the entire chassis has been retuned—again, following a rather thorough retuning for 2010—including a new electric power-steering system, new anti-roll bars, new wheels and tires, upgraded stock brakes, and a new optional Brembo brake package that brings four-pot calipers and 14-inch rotors.

The 2011 GT also gets a few new convenience items, including a message center in the instrument cluster, convex outer sections in the exterior mirrors, a programmable vehicle key, illuminated visors with storage, and a universal garage-door opener. Convertible models benefit from additional stiffening, too.

Styling of the 2011 Mustang, which goes on sale this spring, hasn’t changed a lot from 2010, although there is a new grille and the car does see a three-percent improvement in aerodynamics thanks to new rear tire spats and better sealing around the radiator and decklid. There are also three new colors for 2011: Yellow Blaze Tri-Coat, Race Red, and Ingot Silver. Clearly, then, the most important exterior changes are those huge, gleaming “5.0” fender badges, and everything that they signify.

(BY STEVE SILER)

Ford F-150 Harley-Davidson 2010 - Quick Spin

This is the latest in a long convoy of Harley-branded trucks and the sole version of the 2010 F-150 that Ford says not to take off-road. Offered in Tuxedo Black or, like ours, Lava Metallic (it looks a lot like dirt-speckled black), this year’s Harley truck is only available in four-door SuperCrew configuration with a 5.5-foot bed. All Harley F-150s ride on massive 22-inch wheels—the trucks also wear 22 Harley logos—wrapped in all-season rubber and have a unique “sport-tuned” suspension. The interior gets motorcycle-jacket-inspired seats, a unique gauge treatment, piano black trim, and soft plastic accents. Chrome flourishes are limited to the grille and running-board edge, and there’s a subtle graphic at the bottom of the doors.

How Does It Drive?

As a result of the suspension mods, it drives pretty darn well—for a truck, that is. It has an all-around good ride and is comfortable on the highway, especially considering the 22s. It stays planted and seems less reticent to be hustled through corners than most full-size trucks. The 5.4-liter V-8 remains absolutely anemic compared to the eight-pots offered by the competition and was no doubt further hampered by the big rolling stock. But the engine is at least backed by a throatier exhaust in this application. So it sounds powerful, even though it isn’t. Compounding the lack of guts is a six-speed transmission that’s slow to respond and doesn’t seem to make use of what limited power is available.

Still, the truck managed the tasks we threw at it, including hauling a mattress in the bed and some assorted furniture in the cavernous cabin with the rear seats folded. The optional tailgate step helped with loading and unloading and the bed extender allowed the queen-size bed to fit, although the extender’s trapezoidal shape doesn’t take advantage of all available tailgate real estate.

How Does It Stack Up?

As a unique image truck with no real direct competitors, it’s best to compare the Harley-ized truck to other F-150s. As mentioned, the ride is certainly better, but the road-focused suspension does compromise its payload and towing capacities—the bed can handle only 1150 pounds, while your trailer should weigh no more than 5100. A similarly equipped four-wheel-drive F-150 with the 5.4-liter can handle up to 1510 in the bed and tow 9700 pounds. There’s also a heavy-duty tow package available on those trucks that raises the towing limit to 11,200 pounds. Still, the Harley can tow his-and-hers Hogs, although those looking for an H-D truck with some serious hauling capability should check out Ford’s Super Duty offerings or perhaps the International LoneStar semi we tested a while back.

What’s the Cost?

The Harley-Davidson truck is equipped almost identically to the F-150 Limited and includes heated seats at all four corners, ventilated front seats, power running boards, and a tailgate-mounted rearview camera that’s useless when the ’gate is down. Rear-wheel drive is standard while our tester’s all-wheel drive (as opposed to the four-wheel-drive systems available on the rest of the F-150 lineup) added $3145 to the bill. Our tester was almost fully optioned, adding an upgraded stereo with navigation, a sunroof, a trailer-brake controller—for 5100 pounds? Really?—and the bed extender and tailgate step; the total was $50,010. That seems like a lot to pay for a truck with compromised utility, so this truck is aimed squarely at buyers looking for presence and relative poise in their luxury vehicles. Then again, those buyers don’t actually need pickups.
(BY DAVID GLUCKMAN, PHOTOGRAPHY BY JORDAN BROWN )

BMW 740i / 740Li - AutoReview 2011

Americans will finally see a rational application of BMW’s Euro-centric EfficientDynamics mantra when BMW unveils six-cylinder versions of its 7-series at the Detroit auto show in January. The 740i will occupy the lowest rung on the company’s executive-sedan ladder, below the plenty-powerful 750i, the extreme 760i, and the slightly ridiculous ActiveHybrid 7.

Power comes from BMW’s twin-turbo inline-six, which in this application makes 315 hp at 5800 rpm and 330 lb-ft of torque at a low 1600 rpm. Keeping track of BMW’s turbocharged sixes is becoming more complicated by the day; this represents a higher state of tune than the 300-hp twin-turbo version used in the 1-, 3-, and 5-series, which is separate from the high-output, 335-hp version recently announced for the Z4 sDrive35is, which is also different from the new single-turbo unit that also makes 300 hp and is debuting in the 5-series GT this spring. The engine will be backed by a six-speed automatic in the 7-series. The sixed 7 will look just like its V-8 siblings and will likewise be offered with a short (740i) or long (740Li) wheelbase as well with the full menu of packages and standalone options.

If we’re going to have to deal with downsized engines, at least the one sliding into the 7 is a sweetheart, and this car sure does make a lot more sense than the ActiveHybrid 7. Fuel economy hasn’t been disclosed, but we can safely expect mileage slightly better than the 15 mpg city/22 highway that the twin-turbo V-8 750i achieves, but not quite as good as the 535i’s 17/26 ratings. Let’s say maybe 16/24.

When the models launch in the spring of 2010 as 2011 models, it will have been 19 years since the U.S. was offered a six-cylinder 7. Mercedes hasn’t sold a six-cylinder S-class since the end of the car’s last generation, so, at least for now, the 7-series will own the six-cylinder (non-hybrid) luxury-sedan market.

(BY DAVID GLUCKMAN )

Mercedes-Benz SL-class - Spied 2013

The Mercedes-Benz SL-class is a perpetual favorite among the wealthy and glamorous, and with the current model, the Germans got the formula right again. In production since 2001, the R230 SL has already gone through two face lifts. The soft, outdated look of the original design has been sharpened, albeit at the expense of the overall stylistic balance of the car. It's time for Mercedes to get busy putting the next generation into production.

And so the last update done for 2009 will likely be the end of the road for this SL; these photos show that the next generation is well along in its development. While the basic concept of the SL will remain unchanged, there will be a lot of updates under the skin. Most important, the awesome V-12 engines, a 6.0-liter and a twin-turbocharged 5.5-liter, will get the bullet, and the naturally aspirated, 6.2-liter AMG V-8 will be gone as well.

The AMG version of the next SL will instead be powered by a turbocharged 5.5-liter V-8 which will likely produce 563 hp and 553 lb-ft of torque, says Henner Lehne, analyst at CSM Worldwide in Frankfurt, Germany. Lehne expects M-B to downsize the engine portfolio, with the three non-AMG versions that will launch initially powered by V-6 engines. Two naturally aspirated engines will make 241 hp and 311 hp, while a turbocharged V-6 is expected to turn out 382 hp—as much as the current SL550’s 5.5-liter V-8. Mercedes is working on engine stop/start systems as well, but a full hybrid is far off, if it comes at all.

Under the skin, the next SL will share many components with the E-class; outside, the look will remain similar to the current model. "Mercedes needs to be careful the SL doesn't come too close to the SLS AMG," says Lehne. Chief designer Gorden Wagener, fond of experimental styling elements, will have to exercise significant restraint if he wishes to preserve the SL's character.

For a while, Mercedes-Benz toyed with the idea of returning to a conventional softtop, somewhat more appropriate for a vehicle that is rarely used as a year-round daily driver outside of temperate climes. But in the end, Mercedes decided to keep the retractable hardtop, which has become somewhat of an SL trademark.

We expect the SL to come with all the electronic wizards—crash-prevention tech, night vision, and lane-departure warning systems, for example—for which modern Mercedes vehicles have become known. Taken from the vast corporate parts bin, these electronics will aim to make the next SL, due to be launched in the third quarter of 2012 as a 2013 model, as safe and convenient as it is glamorous.

(BY JENS MEINERS, PHOTOGRAPHY BY KGP PHOTOGRAPHY AND THE MANUFACTURER)

2010 Cadillac CTS Sport Wagon

Vehicle Tested:	2010 Cadillac CTS Sport Wagon
Pros:	Handsome styling, sharp handling, generous cargo capacity.
Cons:	Stiff ride with optional Performance package, rear seats uncomfortable for taller adults, not as engaging to drive as some rivals.

When it comes to wagons, those made stateside have historically tended to be looked down upon, while those made in Europe are held in high regard. That may have something to do with the stereotype commonly held regarding domestic wagons: Many expect them to be large, lazy-handling beasts festooned with fake wood paneling — the kind driven by Clark Griswold in National Lampoon's Vacation. The 2010 Cadillac CTS Sport Wagon should help put that thinking to rest. With its rakish good looks and athletic personality, it's as far removed from the American wagons of yore as Brad Pitt is from Chevy Chase.

However, we would advise Griswold — or anybody considering the CTS Sport Wagon, for that matter — to skip the optional Performance package, since it includes a suspension so stiff it'd make an old Corvette proud. With that said, the CTS Sport Wagon offers all the goodness of the CTS sedan, including spirited performance, a handsome cabin packed with user-friendly luxury features and an overall size that's probably just right for most shoppers in this segment. And of course it has a far more generous cargo hold.

Still, a few of the 2010 Cadillac CTS Sport Wagon's rivals best it in a couple of respects. The BMW 535i xDrive wagon offers a more engaging driving experience, along with a more comfortable backseat. But this Bimmer only comes in all-wheel-drive form and lists for a couple grand more than the top-of-the-line CTS Premium AWD Sport Wagon. If we were considering a lower trim level of the Caddy wagon, we'd also look at the Audi A4 Avant, the BMW 328i wagon, and maybe even a sporty crossover, such as the Audi Q5 or Infiniti FX35.

So yes, we would cross-shop some European wagons, but the fact that the CTS can proudly hold its head up high in this group says something, something that couldn't be said way back when. If you'd like some brash yet classy American style in your sporty station wagon, then the CTS Sport Wagon will likely bring you as much joy as a trip to Wally World. When it's open, that is.

Photos

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  The Sport Wagon combines the dashing lines of the CTS sedan with four times the cargo capacity.
  (photo by: Scott Jacobs)

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  A tasteful combination of shapes, textures and materials makes for a stylish, cohesive cabin design.
  (photo by: Scott Jacobs)

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  Trademark vertical taillights and sharply angled side windows tie in old and new styling cues.
  (photo by: Scott Jacobs)

Performance

The Premium version of the CTS Sport Wagon comes equipped with the more powerful of the two V6 engines offered in the CTS lineup, that being the 3.6-liter V6 with 304 horsepower. The only transmission choice is the six-speed automatic — unlike the sedan, the wagon isn't available with a manual gearbox, though for most consumers we're sure this will be a non-issue. Taxed with hustling more than 2 tons of luxury wagon, the 3.6 provides fairly energetic performance, getting the CTS Sport Wagon to 60 mph in 7 seconds flat and through the quarter-mile in 15.1 seconds. Though generally quick, that time still lags that of some others in this segment. An Audi A4 Avant 2.0T, for example, can sprint to 60 mph in just 6.4 seconds and run down the quarter-mile in 14.6.

The CTS's transmission is what we call a tri-mode, offering automatic, sport automatic and manual-shift modes. In automatic mode it's a smooth operator that's reluctant to kick down a gear when you want more juice unless you give it the boot (ostensibly, its reluctance to downshift exists to optimize fuel economy). In Sport mode, it's too much the other way, downshifting eagerly but holding onto the lower gears too long. While running through a curvy mountain road, it resolutely remained in 2nd gear after we came out of the twisty section and onto a long straightaway, screaming along at high rpm when it could've upshifted to 3rd. Manual mode, worked via a pair of buttons on the backside of the steering wheel, was about average in operation, meaning it reacted fairly quickly to a downshift call, but had a noticeable delay when you hit the button to upshift.

Within the sport-sedan class, a stop from 60 mph in less than 120 feet is considered pretty good. This CTS wagon did the deed in 118 feet, an impressive performance given the wagon's 300 additional pounds of curb weight over the CTS sedan. There was no fade noted at the track during back-to-back panic stops, and the pedal provided an easily modulated, progressive action during normal driving.

We've raved about the previously tested CTS sedan's excellent ride and handling balance, and the same can be said of this wagon. Handling was hard to fault, with quick, precise steering (albeit without much road feel) and a flat, composed attitude through quick transitions.

Comfort

Well-bolstered and generously padded, the front seats of our test car provided comfort on longer trips and support during aggressive cornering. The power tilt-and-telescoping steering wheel's generous range of adjustment allowed each of our staffers — who range in height from about 5-feet-1 to more than 6 feet — to find an ideal driving position. Both the seat heaters and coolers were powerful, warming us up quickly on chilly mornings and preventing sweaty-back syndrome while driving home on sunny afternoons.

In back, it's another story. The rear seat may look inviting, and for smaller folks it's fine. But bigger staffers (5-feet-10 and up) complained that although legroom is ample, the short seat cushion and aggressive outboard side bolsters made for a somewhat pinched, uncomfortable perch.

Equipped with the optional Performance package that includes a firmer suspension, our test car's ride was just too darn stiff. Around town, when bombarded with broken pavement and potholes, the CTS Sport Wagon gave us a bumpy ride that was seriously out of character for a car wearing the wreath and crest. Though this package also includes some enticing features such as xenon headlights and 19-inch alloy wheels (versus the standard 18s), we'd suggest skipping it and enjoying a more supple ride along with still-respectable handling capability.

Function

For a car fitted with so many luxury features (navigation system, seat heaters/coolers, dual-zone automatic climate control), the CTS Sport Wagon is easy to acclimate to. The audio system features a pair of tried-and-true knobs for power/volume and tuning, while the individual temperature controls are angled toward the driver and passenger. An analog clock sits up high, and even though the center stack has various like-shaped buttons, they are grouped logically. The nav system is simple to use and also features traffic reporting along with rerouting options. The cheeky rear roof pillars hinder vision to the rear quarters, but the Premium comes with a reverse park-assist system and a back-up camera that make parking a snap.

With the rear seats up, the Sport Wagon provides 25 cubic feet of cargo space — that's more than an A4 Avant and about the same as an FX35. Flip them down and you'll have 58 cubes, which is 7 cubes more than you'll find in the A4 and 4 cubes shy of the FX35's maximum. Notably, the cargo floor is dead flat when the seats are down and features adjustable tie-downs on either side.

Design/Fit and Finish

The Sport Wagon mostly boasts the same clean, chiseled lines as the sedan, and even with the wagon roof line still manages to have a jaunty, sporty presence. Though the rearmost side window is canted aggressively, the trailing edge of the roof line is more vertical, which optimizes cargo room. The stacked headlights and large egg-crate grille — both part of Caddy's newest design language — work well here, and the car's proportions are spot-on. Somehow the CTS Sport Wagon manages to look lower and sleeker than an equally long but taller crossover, while providing nearly identical passenger and cargo space.

The cabin design is likewise a feather in the CTS's cap, an interesting mix of textures and shapes arranged in a cohesive manner. The materials are mostly quality pieces, with just a few minor missteps. Lustrous wood accents abound, and nearly the whole dash top is covered in handsomely stitched, soft-touch vinyl, though the hood over the instruments is hard plastic. Overall fit and finish is very good.

Who Should Consider This Vehicle

If you're a casual driving enthusiast who wants a wagon with a decidedly new-age Cadillac flavor — that is to say not subtle yet not overdone — the CTS Sport Wagon should offer strong appeal. If you demand a more involving drive from your set of wheels, then we'd strongly suggest back-to-back test-drives with the rivals mentioned earlier.

Others To Consider
Audi A4 Avant, Audi Q5, BMW 328i Wagon, BMW 535i xDrive wagon, Infiniti FX35

The manufacturer provided Edmunds this vehicle for the purposes of evaluation.

Model Year

2010

Make

Cadillac

Model

CTS

Style

Premium 4dr Wagon (3.6L 6cyl 6A)

Base Price

$52,545

Price as Tested

$54,635

Options on Test Vehicle

Summer Tire Performance Package ($2,090).

Drive Type

Rear-wheel drive

Transmission Type

Six-speed automatic

Transmission and Axle Ratio (x:1)

I: 4.06, II: 2.37, III: 1.57, IV: 1.16, V: 0.85, VI: 0.67 FD: 3.42

Engine Type

V6

Displacement (cc / cu-in)

3,564cc (217 cu-in)

Block/Head Material

Aluminum/aluminum

Valvetrain

Double overhead camshaft

Compression Ratio

11.3

Redline (rpm)

6,700

Horsepower (hp @ rpm)

304 @ 6400

Torque (lb-ft @ rpm)

273 @ 5200

Brake Type (front)

Ventilated disc

Brake Type (rear)

Ventilated disc

Steering System

Speed-proportional power steering

Steering Ratio

16.1:1

Suspension Type (front)

Short and long arm

Suspension Type (rear)

Multilink

Tire Size (front)

245/45ZR19 98Y

Tire Size (rear)

P245/45R19 98Y

Tire Brand

Continental

Tire Model

Contisport Pro Contact 3

Tire Type

Summer

Wheel Size

19-by-8.5 inches

Wheel Material (front/rear)

Polished alloy

Curb Weight As Tested (lb)

4,202

Weight Distribution, F/R (%)

51/49

Recommended Fuel

Regular unleaded

Fuel Tank Capacity (gal)

18.0

EPA Fuel Economy (mpg)

18 city/26 highway

Edmunds Observed (mpg)

17.7

Testing Conditions

Temperature (Fahrenheit)

63.88

Humidity

64%

Elevation (ft)

1,121

Wind

2.5

Performance

0 - 30 (sec)

2.7

0 - 45 (sec)

4.6

0 - 60 (sec)

7.0

0 - 75 (sec)

10.3

1/4 Mile (sec @ mph)

15.1 @ 93.3

0-60 with 1-ft Rollout (sec)

6.7

30 - 0 (ft)

30

60 - 0 (ft)

118

Braking Rating

Very Good

Slalom (mph)

67.1

Skid Pad Leteral acceleration (g)

0.81

Handling Rating

Very Good

Db @ Idle

41.6

Db @ Full Throttle

70.8

Db @ 70 mph Cruise

59.8

Specifications

Length (in)

191.6

Width (in)

72.6

Height (in)

59.1

Wheelbase (in)

113.4

Front Track (in)

61.8

Rear Track (in)

62.0

Turning Circle (ft)

36.0

Legroom, front (in)

42.4

Legroom, rear (in)

35.9

Headroom, front (in)

38.8

Headroom, rear (in)

37.2

Shoulder Room, front (in)

56.7

Shoulder Room, rear (in)

56.3

Maximum Seating Capacity

5

Cargo Volume (cu-ft)

25.0

Cargo Volume, rear seats down (cu-ft)

58.0

Warranty

Bumper-to-Bumper

4 years/50,000 miles

Power Train

5 years/100,000 miles

Corrosion

6 years/100,000 miles

Roadside Assistance

5 years/100,000 miles

Scheduled Maintenance

Not Available

Safety

Front Airbags

Standard

Side Airbags

Standard dual front

Head Airbags

Standard front and rear

Knee Airbags

Not Available

Antilock Brakes

Four-wheel ABS

Electronic Brake Enhancements

Braking assist, electronic brakeforce distribution

Traction Control

Standard

Stability Control

Standard

Tire Pressure Monitoring System

Tire-pressure monitoring

Emergency Assistance System

Not Available

NHTSA Crash Test Driver

Not Tested

NHTSA Crash Test Passenger

Not Tested

NHTSA Crash Test Side Front

Not tested

NHTSA Crash Test Side Rear

Not Tested

NHTSA Rollover

Not Tested

IIHS Offset

Not Tested

Land Rover LR4 2010 - Short Take Road Test

If there was a prize for “most improved truck following a refresh,” the 2010 Land Rover LR4—the vehicle formerly known as the LR3—would take the prize. The outgoing vehicle was great off road and had one of the best third-row packages on the market, but it was woefully under-powered for its 5700-pound heft.

Aligning Power with Weight

The LR4, which went on sale earlier this year, got a heavier facelift than Mickey Rourke—although we’d say the LR4’s was somewhat more successful. First up, Land Rover addressed the power-to-weight issue by replacing the old 295-hp 4.4-liter V-8 with Jaguar/Land Rover’s latest direct-injection, 5.0-liter V-8. Result: 80 additional horses for a total of 375 hp. With 375 lb-ft of torque, the engine motivates the LR4 from 0 to 60 mph in 6.5 seconds, a 1.7-second improvement over the best time we saw for an LR3. The 30-to-50–mph and 50-to-70–mph passing times come down from 4.2 and 6.3 seconds to 3.5 and 4.9, respectively. Mated to a revised ZF six-speed automatic transmission, the LR4 now feels quite lively on the highway, despite its nearly three-ton mass.

The previous LR3 always leaned too much in corners for our liking and also suffered some head toss on the freeway. For the LR4, Land Rover revised the steering rack and suspension bushings and fitted new suspension knuckles, shocks, and a stiffer and larger anti-roll bar. The upshot is less roll and sharper steering, while the ride is better controlled on the highway. Skidpad grip has improved from a mediocre 0.71 g to 0.78 g, which is competitive with the likes of the Volkswagen Touareg and BMW X3, if not on par with the Acura MDX’s 0.86 g. We didn’t have too many concerns about the LR3’s brakes, which were already plenty powerful, but a revised system has improved pedal feel. The 70-to-0–mph stopping distance remains essentially unaffected, dropping from 173 feet to 171. Land Rover also refined the off-road settings and hill-descent control, adding a “sand launch control” function for better performance in the desert. We suspect the nearest most LR4s will come to using this will be on their owners’ private beaches.

Classier Duds

The other major element of the makeover was a restyle, inside and out. New head- and taillamps that incorporate LEDs, a redesigned front bumper, and a smoother front end freshen what was already a good-looking truck, while new features include an available auto high-beam function and a surround camera system with five cameras that aid parking, towing, and off-road maneuvers.

The new interior is spectacular, with natural wood, stitched leather surfaces, and brushed aluminum trim. Ambient lighting, a new steering wheel, first- and second-row seats, and the center console are among the other changes for 2010. The navigation system’s interface has a menu-style structure that’s not as easy to use as it could be, but there’s also a driver information screen sited within the redesigned instrument cluster. The neat folding third-row seats—which are actually habitable by real grown ups—are carried over.

A Solid Package Made Better

Our tester’s base price of $48,100—$1350 more than the LR3—included full leather seating, a power sunroof, power front seats, dual-zone climate control, steering-wheel-mounted audio controls, and 19-inch aluminum wheels. The seven-seat HSE Plus package added $5910 to the price and included navigation, front park assist, Bluetooth connectivity, the third-row seats, HD radio, auto high beams, and a cold-climate package.

At $54,760, the LR4 is priced competitively in the mid-sized luxury SUV segment. It might not be as good an all-around package as the Acura MDX or as entertaining to drive as the BMW X5, but the revisions have turned it into a much more capable vehicle on the blacktop. We think that most potential buyers will be pleased with the upgrades, but are more likely to choose the LR4 on the basis of the refreshed exterior styling and the gorgeous new interior, which gives it the upscale ambience of the Range Rover. For about 30 grand less.

Specifications

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

PRICE AS TESTED: $54,760 (base price: $48,100)

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

Displacement: 305 cu in, 4999cc
Power (SAE net): 375 bhp @ 6500 rpm
Torque (SAE net): 375 lb-ft @ 3500 rpm

TRANSMISSION: 6-speed automatic with manumatic shifting

DIMENSIONS:
Wheelbase: 113.6 in Length: 190.1 in
Width: 75.4 in Height: 74.1 in
Curb weight: 5761 lb

C/D TEST RESULTS:
Zero to 60 mph: 6.5 sec
Zero to 100 mph: 17.1 sec
Zero to 120 mph: 28.8 sec
Street start, 5–60 mph: 6.8 sec
Standing ¼-mile: 15.0 sec @ 94 mph
Top speed (governor limited): 125 mph
Braking, 70–0 mph: 171 ft
Roadholding, 300-ft-dia skidpad: 0.78 g

Cadillac CTS Coupe 2010

This is the new Cadillac CTS Coupe, a sleek two-door Caddy that will join the CTS line-up alongside the saloon and Sport Wagon estate when US sales start in spring 2010, and take on BMW's 3-series, Audi's A5 and Infiniti's G37 Coupe.

This production Cadillac CTS Coupe looks very much like the concept car…

It does indeed look like the concept, right down to the twin central exhausts and hidden touch-pad door handles. Yes, there have been some minor tweaks to the front and rear lights and bumpers since we saw the show car at Detroit in 2008, but the overall appearance is pretty similar.

The two-door sits on the same wheelbase as the CTS saloon but it’s 51mm lower and 51mm shorter, meaning the five-seat arrangement is reduced to a 2+2 configuration. Externally only the headlights, front bumper and grille are carried over from the saloon.

Cadillac has yet to release any interior shots, but inside the CTS Coupe will share its instrument panel and centre console with the saloon and estate, giving it one of the best-built and impressive American interiors ever. We also suggest speccing the 14-way adjustable Recaro seats, previously only available as an option on the CTS-V.

What’s under the bonnet?

Initially there’ll only be one powerplant, a direct-injection 3.6-litre V6 producing 304bhp and 273lb ft. A six-speed manual transmission and rear-wheel drive is standard, but both a six-speed auto and four-wheel drive are both optional - choose the lot and the CTS Coupe will weigh in at a portly 1874kg.

But towards the back end of 2010 Caddy will also release a V-Series version of the CTS Coupe, packing the same 556bhp supercharged 6.2-litre V8 that’s found in the CTS-V saloon, and putting all its power through the rear wheels.

The Cadillac CTS Coupe will be unveiled at the LA auto show at the start of December, with US sales starting in spring 2010. UK sales have yet to be confirmed.

(By Ben Pulman,First official pictures)

BMW 3-series: the new 2011 F30

Revealing new spy photos of the next BMW 3-series have landed in our inbox today. Despite only recently being facelifted, work is well underway in Munich to develop the next 3-series, due in a motorway fast lane near you in three years' time.

We weren't expecting to see a new BMW 3-series for a while yet, why now?

The new 3-series family – internally codenamed F30 – has been moved forward because of a slump in sales of the current model. CAR understands sales nosedived by 40% in the first six months of 2009, a cataclysmic drop which sparked change in Bavaria.

Hence the new Three project has been fast-tracked by a year, with a launch pencilled in for the 2011 Frankfurt motor show.
Our spies in Germany caught this early car being towed on a trailer, revealing a little about the next 3-series styling. Strip away the swirly-whirly disguise, and we're told it will look quite different – despite being signed off by former design chief Chris Bangle before he retired. Also expect influences from new styling boss Adrian van Hooydonk’s 2007 CS concept.

So this is a cooking 3-series, not the M3?

You got it! We have, however, learned a fair bit about the new sporting saloon of choice. Gone is the 4.0-litre V8 from today's M3, replaced with a straight six twin-turbocharged unit with direct injection. The engine swap not only cuts emissions, but saves weight too. Power remains unchanged at 414bhp, but even sharper acceleration is promised thanks to an upgraded dual-clutch gearbox available only to M3 customers.

What about the rest of the F30 3-series line-up?

Further down the model range, the 3.0-litre inline six powerplant features a couple more times. The 335i makes a comeback, although it loses a turbo and power drops to around 280bhp to make room for a completely new car, the 340i. This one will have a pair of blowers, which help to muster 360bhp.
The other petrol engines will be four-cylinder turbocharged units displacing either 1.6 or 2.0 litres. High-performance diesels will also feature, with a 204bhp 323d and a 306bhp 335d appearing in the new 2011 F30 family line-up. BMW expects most models to be fitted with the optional eight-speed automatic transmission complete with stop-start technology.

How about a 3-series GT version, like the 5-series Gran Turismo?

We are expecting BMW to produce a 3GT, akin to the 5GT. There will also be another 3-series convertible, but not with a folding hardtop like the current car. In an effort to save valuable kilograms, a canvas roof will make a comeback for the new topless 3-series.
Other technology that may appear in the range includes optional four-wheel drive, mild hybrid power and maybe even a plug-in hybrid.
So, a strong line-up for the top-selling BMW. We'll look forward to seeing the lines under that disguise over the coming months...

Sony XS-L10S Slimline Component Subwoofer

The slim series of car stereo subwoofer from Sony gives out powerful low frequency performance whereas their compact profile lets you add bass to the confines of smaller vehicles. The Sony XS-L10S component subwoofer would only require you to find a suitable box or create a custom enclosure that would fit your needs, and just let the advanced technology of Sony turn on those areas under or behind your seats to provide premium bass outputs. The Sony XS-L10S 10 inch car stereo subwoofer includes the superior rigidity of polypropylene in its unique five sided cone design. This five sided design also helps in reducing the standing waves which are found in round subwoofers as it would eliminate potential distortion which can harm your bass output. The subwoofer also includes a tough rubber surround that lets the subwoofer stay under control.

The slim series of subwoofer from Sony are exclusively designed to provide wider installation options for a broad range of vehicles. The Sony XS-L10S component subwoofer can be easily mounted under or behind the seat of most vehicles. This subwoofer includes five sided polypropylene cap-less and one piece cone. The unique pentagonal cone design of the subwoofer stiffens the cone and increases the rigidity that results in higher power handling and lower distortion. The five sided cone design also eliminates the standing waves on its surface as none of the five sides are parallel to each other. The Sony XS-L10S subwoofer includes stroke stabilizer rubber surround. This rubber surround offers improved cone control and flexibility and offers long durability. The harsh marks in the surround offer enhanced stability. The golf plated binding ports of the Sony XS-L10S are designed to accept any bare wire like 10 gauge, spade lugs, pin connectors and banana plugs. Sony recommends that this subwoofer should be mounted in sealed enclosure to enjoy its excellent sound performance.

Johnny Matney 1999 Acura CL - A Love Affair

Johnny Matney fell in love walking to school from his childhood home in Chicago. "I would hear a car go by with a booming system and say to myself, 'When I get my car, I want it to sound just like that.'"

Except he couldn't wait until he got his car. He purchased subs and an amp at age 15, before he had a driver's license or a car to put them in. Matney's car audio dreams became reality before he'd ever turned a key in the ignition.

When Matney started building up his '99 Acura CL, he wanted a simple daily driver. "Coming from a Corvette and a winter beater, I wanted a sport coupe for a daily driver to get rid of the two-car hassle."

After a few simple mods and a mild system install, the competition bug bit him hard. "Needless to say, the idea for a daily driver went out the window." The bodywork and neon orange paint job were done at M&B Auto Body, which was also responsible for the fiberglass audio parts. Xtreme Car Audio in Mt. Prospect, Ill., completed the audio install over a three-month period.

Matney says he chose a Kenwood DDX7017 head unit "because of its flexibility and the good crossover and equalizer options Kenwood builds into their source units."

His front speakers are two Diamond Audio D6 three-way components installed in custom fiberglass door panels. "I chose [the Diamond's] for their clean, crisp sound. It's not a product line you see in most installs." Matney likes the sound so much that he chose Diamond Audio D6 6.500s for his rear speakers, too. The speakers are connected with Stinger Pro 12-gauge wires.

To recreate the booming bass that captivated him as a kid, Matney selected three 12-inch Diamond Audio D6 dual 4-ohm subwoofers. The trio share 3 cubic feet of airspace within the 3/4-inch-thick sealed fiberglass enclosure. The custom fiberglass trunk lid houses three Icon- TV MT743's, plus an Icon camera equipped with night vision.

It takes more than dreams to power a system like Matney's, so he chose Xtant amplifiers for their "insane sound quality." The Diamond Audio components run on a single Xtant X604e amplifier. An Xtant X1001e powers the three subs. The amps are stacked in Matney's trunk because of their 24-inch length requirements. He also used Stinger Roadkill Expert & Overkill sound dampening in the doors, trunk, floor, and roof.

Matney competes in the National Custom Car Association Wild Class and is affiliated with Team EST. What are his plans for the future? "More bodywork and new wheels for 2009. I also want to start promoting the car more at sound events." Sweet dreams, Johnny. (By Alex Cadalso)

2001 Ford Mustang GT Convertible - Supreme Steed

Driver Profile
Brian Harder hails from West Allis Wisconsin, where he is the director of a local funeral home. He was fortunate enough to acquire his Mustang from his wife, who had deemed it as too small. Once she had her new SUV, Brian reclaimed the Mustang and embarked what would be a three-year buildup into the vehicle’s current status. He is an active competitor at local car shows in and around his hometown where he has already scooped up several first place trophies. There are very few things left on the Mustang that can be customized, so for now Harder’s plans are to continue on the show circuit, and of course to enjoy every minute of it.

It's a good thing that Brian Harder is not one to leave well enough alone. Proof of this is his 2001 Mustang GT convertible featured on these pages. Right off the showroom floor, the Mustang is already a slick ride, especially the GT models with the added thrill of a V8. Roughly three years ago, however, Harder turned to Project Two Customs of Waukesha, WI, to step it up a bit with a few upgrades to the box stock pony car. As you can see, one thing led to another; and after several different stages, Harder's Mustang has evolved into a one-of-a-kind show car. Practically every element of the vehicle has been customized, enhanced or replaced with an aftermarket upgrade. The extensive list of additional mods is proof of that. While an attempt to describe every custom element of the Mustang would be futile at best, a complete description of the multimedia installation and interior transformation is well deserved.

A custom set of door panels...

read full caption

A custom set of door panels houses the MB Quart PCE 216 component set for the front stage. The panels were wrapped in factory Ford vinyl and feature matching aluminum grilles to protect the mid and tweeter. An illuminated Mustang emblem made of clear acrylic is recessed in a painted fiberglass insert near the center of each door.

Slamming Doors
For the front stage, the Project Two crew fabricated a set of custom door panels to house the MB Quart PCE 216 component set. The baffles used to mount the 6 1/2" drivers firmly to the door's frame were integrated into the custom panels, while the 1" tweeters were mounted in the factory tweeter pod at the top of each door. To protect the mids, a set of custom CNC-machined aluminum grilles were fabricated to complement the aftermarket billet tweeter grilles. The finished panels were wrapped in factory Ford vinyl with suede and painted inserts. Billet switches and door handles replaced their factory counterparts, and for the finishing touch, the Mustang emblems in each panel were molded in clear acrylic and illuminated for accent lighting.

Multiple Drivers
In comparison to the elaborate front doors, the installation of the rear drivers is quite simple. Rear fill is provided by an MB Quart PCE 213 component set in the factory speaker locations on either side of the rear seating area. Both the 5 1/4" mid and 1" tweeter are concealed by the factory speaker grilles, but have been carefully positioned for optimal imaging.

An additional PCE 213 component set was chosen for the center channel that has been incorporated into the custom-built dashboard. Both 5 1/4" midrange drivers were used, but only a single 1" tweeter was installed due to the reflective properties of the Mustang's windshield. The center channel drivers are protected by a custom grille that is also home to the array of vehicle status indicators that have been extracted from the gauge cluster.

Rehash The Dash
The elaborate center channel sits atop a completely redesigned dash and center console that features a hand-built gauge cluster that situates the assortment of Auto Meter gauges in the center of the vehicle. Like the door panels, the dash and center console were wrapped in Ford vinyl with painted fiberglass inserts. Nestled below the gauge cluster is the Eclipse AVX2404 double-DIN source unit with built-in DVD/CD/MP3 player and DTS surround processor. For CD audio while the source unit's DVD player is in use, an Eclipse 8-disc changer was flushed into the area of the floor beneath the sub enclosure. A Sony Playstation 2 was also incorporated into the passenger side of the dash for additional mobile entertainment and uses wireless controllers for a cleaner look. Both video sources supply all six screens in the vehicle, while switching duties are handled by a Pioneer three-way switcher in the center console.

Screening Room
In addition to the 5.8-inch monitor built into the Eclipse source unit, an additional five monitors were installed in the Mustang. A Directed 5.8-inch screen was molded into each custom-made sun visor, while a 7-inch Directed screen is tucked into each headrest. The fifth and final monitor is an Eigervision 10.4-inch mounted on the custom chrome strut bar that spans the width of the trunk for demo purposes.

Juice Bar
Below the monitor and strut bar in the trunk is a molded white fiberglass insert that conceals the amp rack and Air Ride components. A 1" boxed steel frame secures the three amplifiers that power the system to the vehicle. A Memphis Belle 5-channel amplifier powers the front and rear stage and a pair of the subwoofers, while a Memphis 16-MCD1000 mono amplifier powers the remaining two subs. The third amplifier is a Rockford Fosgate P2002 that powers the center channel drivers. For aesthetic reasons, only the two Memphis amplifiers are displayed in the trunk. The bottom covers were removed and the amps were inverted to display their inner components beneath the two clear lexan windows molded into the fiberglass trim panel. The trunk lid also received a dose of custom treatment with a custom fiberglass panel molded to the underside that features a lighted Project Two logo.

In The Details
Rounding out the modifications to the Mustang's interior is a set of Roush Racing leather seats, a Classic Design Concepts roll/light bar, suede-wrapped Momo steering wheel and hand-sewn Wilton Wool carpeting and floor mats. One of the more noteworthy mods is the 1" layer of poured-in rubber beneath the carpet that helps with sound deadening, flattens the floor and provides a more cushioned feel. The highly customized interior looks right at home in Harder's Mustang and complements the numerous other modifications to the rest of the vehicle. Yet again Project Two delivers a remarkable showpiece that exemplifies the level of creativity and quality of craftsmanship they put forth in every vehicle they build.

The Mustang's dash was completely... read full caption The Mustang's dash was completely hand built to relocate the custom gauge cluster and Eclipse double-DIN source unit to the center of the vehicle. The Eclipse unit features DVD/CD/MP3 playback, built-in DTS surround processor and a 5.8-inch LCD screen.

Tech
Wheels/Suspension
20" Davin Revolution 5.1 rims
Continental Tires: 255/30/20 front, 305/25/20 fear
Roush Racing 14" slotted brake kit front and rear
Air Ride Technologies 4-way air ride system with Big Red valves and Dakota Digital gauges
QA1 adjustable shocks
BBK upper and lower control arms

To eliminate the possibility of inadequate bass response in the convertible, the rear seat was yanked and an MDF and fiberglass enclosure was constructed in its place to house four Diamond Audio D6 Series 12" subwoofers. The massive enclosure was bolted to the vehicle and designed to fire the subs directly at the driver and passenger. To complement the rest of the install, the finished enclosure was smoothed and painted white to match.

The back seat was removed... read full caption The back seat was removed to accommodate the large MDF/fiberglass sub enclosure that has been molded to fit into the former rear seating location. Four 12" Diamond Audio D6 Series subs crank out substantial bottom end from the smooth enclosure that was color matched to the exterior.

Lifting the trunk lid reveals... read full caption Lifting the trunk lid reveals the custom chrome strut bar that also serves as the mounting point for the 10.4-inch Eigervision monitor used for demo purposes. The trunk itself is trimmed with a fiberglass insert that features lexan windows to display the two Memphis amplifiers that power the system. The amplifiers are mounted upside down without their bottom covers to display their inner components.

Body
Classic Design Concepts billet upper grille
Grillcraft painted lower grille
Classic Design Concepts sequential taillights, quad fog lamps and signal mirrors
Mach 1 chin spoiler
Street Glow White
Neon Underbody neon kit
Shaved antenna

Performance
Trueflow chromed intake plenum
BBK 74mm throttle body
BBK cold air intake
Ignition Solutions plasma booster
Optima/Tsunami Yellow Top battery
200-amp chromed alternator
NGK Denso Iridium spark plugs
Fluidyne radiator
JBA Shorty headers
Chrome and polished stainless accents
Smoothed and painted under hood with mirrored inserts
Ford Racing 3:73 rear end gears with Roush Racing differential cover
Flowmaster American Thunder stainless steel exhaust

Honda closes European Design Studios

Honda has announced the closure of its automotive and motorcycle design departments at the European Research & Development Center based in Offenbach, Germany. The activities will end on 30 November 2009 after 17 years since opening.

Honda has announced that it wil close the Design Department of its European Research & Development Center based in Offenbach, Germany, as part of the company's measures aimed at limiting the losses of the economic crisis.

The current facility is a two-floors building with a 3,000 square meters area, which was inaugurated in 1992.

The design center created several concept cars, including the Neukom presented at the 1999 Tokyo Auto Show, the Small Hybrid Sports Concept (2007) and the OSM (Open Model) Concept (2008).

The Design Studio in Offenbach (Left map source: Bing)

The design department will cease its functions on 30 November 2009, while all the other research and development activities will remain.

The decision, made in September, follows Honda's absence from the 2009 Frankfurt Motor Show, the sale of the Formula One team and the temporary closure of the UK-based production plants.

The design activities for the motorcycles sector could be absorbed by the Honda studio in Rome, Italy, while a new role could be played by the small 200 square meters Advanced Design center "Segno Milano Srl" opened in 2001 and located in Milan.

(Source: Car Design News via Virtual Car)