Latest Cars

2009 Sneak Preview: 2010 Lamborghini Murcielago LP670-4 SuperVeloce:-

In the latest iteration of the aging Murciélago, the 6.5-liter V-12's output rises from 632 hp to 661 hp while the weight drops by some 220 pounds, resulting in a car that Lambo says will vault to 62 mph in a mere 3.2 seconds. Only 350 examples will be built, and buyers will choose between two rear wings: either the "Aeropack Wing" shown here, which purportedly allows a top speed of 209 mph, or the smaller, standard wing that enables you to soar to 212 mph.

Read More

Latest Cars

Driven: 2010 Ferrari California

Through a fluke in timing or just plain luck, I'm fortunate enough to have now been behind the wheel of every single current Ferrari currently on sale. That's a rarity even for automotive journalists, and it's an honor I don't take lightly. Today's drive of the California marked a special occasion, since this was not just the only Ferrari I haven't driven, it's also an all-new kind of Ferrari.

The California is full of firsts: it's the first-ever front-mounted V-8-engined Ferrari, it's the first use of direct injection in a Ferrari, and it's Ferrari's first dual-clutch automated manual transmission. It's also the first Ferrari built on a modular architecture, and the first built on a new production line that is downright spooky in its modernity. I was able to tour the facility last month, and the California's production line is spotlessly clean, eerily quiet, and freakishly automated. On the one hand, computerized, precise mass production makes the California seem somehow less special; on the other, it ensures the highest level of quality. I think it's a worthwhile tradeoff, especially for a Ferrari that's inherently less special than some others.

Screeeetch -- less special? I mean the California no insult by that. It's the least expensive offering in Ferrari's stable, but that's only part of the reason why. The other reason is that I equate "special" with "insane." I, a certified automotive nutcase, adore the F430 for its insanity. I love the way it crackles and barks and screams. I love how it scares small children and grown men alike with its acoustic assault; how it accelerates and shifts with such violence that it renders its passengers hysterical. I love how its occupants are assaulted with the feel of every pebble on the road after luring them in with the sight and aroma of the world's finest materials.

Some, however, might find the F430 a bit much. For these people, Ferrari makes the California. The California is a softer, milder, less insane Ferrari. Ergo, it's less special to crazy people like me, but it's no less special in the real world. A grand tourer in the traditional sense of the word, Ferrari's hard-top convertible is smooth and luxurious. Its sound level and ride are sedate by Ferrari standards, and its cabin elegant and luxurious.

From the driver's seat, the experience is typical of today's Ferraris, which means a big red start button, a Mannetino controller on the steering wheel, and a paddle-shifted transmission. Upon first driving off, you notice that the suspension is supple, the gearchanges are smooth, and, like all modern Ferraris, the steering is Cadillac-overboosted and lacking in feel.

I drove the California in traffic for almost a hundred miles before I finally flung it into a corner-and became quickly aware that, like the 599 GTB and the 612 Scaglietti, it has two very distinct personalities. The California turns in with amazing immediacy-likely a result of having most of its weight between the axles. To that end, the V-8 is mounted completely aft of the front axle and the dual-clutch transmission is a transaxle mounted in the rear. Not much feedback comes through the steering wheel, and the brakes are somewhat wooden, but this is a car that knows how to dance. Chassis balance is spot-on perfect, serving up high-speed drifts that are easily controlled with the throttle.

The dual-clutch transmission shifts with no interruption in power; it's nothing like the old F1's brutal, neck-snapping full-throttle shifts. But I actually prefer the single-clutch transmission, at least until Ferrari's software engineers get around to a Version 2.0. Even though the dual-clutch box provides mostly seamless shifts, making for more comfortable driving, it's not quite as well programmed as the old F1 box, and a few glitches are apparent. (Read my blog on Transmissions for more detailed information about the Ferrari dual-clutch transmissions.)

Like all modern Ferraris, the California's suspension is able to filter out small road surface irregularities without compromising body control. Lateral body control (lean in corners) feels, from the cockpit, to be nonexistent, but the suspension does allow a lot of brake dive.

The 453-hp, 4.3-liter V-8 is deeper in pitch and less sonorous in note than the F430's engine. The California's V-8 still uses a Ferrari's trademark flat (180-degree) crankshaft, so it sounds like two manic four-cylinders instead of the deep, distinctive burble that you get from 90-degree V-8s. The California's exhaust note is certainly impressive, but it achieves that more by virtue of its volume than its pitch, especially from inside the car. That's exacerbated when the transmission is in automatic mode-the lack of interruption in power during shifts makes the engine's note change sound just like a conventional automatic. I think Ferrari needs to program in a very quick misfire during shifts to interrupt the exhaust note momentarily. Other sports car manufacturers do this.

Speaking of fuel delivery interruption, one other area that could benefit from additional programming is at very light throttle openings. All modern cars cut fuel to the engine when you lift completely off the throttle-and the transition between very light load cruising and fuel-cutoff is quite rough in the California. It's especially noticeable when you're trying to coast down a hill or when you're in stop-and-go traffic, as it makes for considerable jerkiness. On the other hand, Ferrari has done a fantastic job of hiding the ticking sounds that high-pressure injectors make at idle. The injectors are located under a big, red, and gorgeous intake plenum, and the underside of the hood is lined with a sound-deadening material that makes the ticking almost completely inaudible. And lest we forget the important part-the California's big, wide, flat torque curve. This is a V-8 that never feels soft; it pulls hard from idle to its 8000-rpm redline.

The California's navigation system is the same Harman/Becker unit used by Chrysler. It's a decent touch-screen unit with great usability, but the screen's resolution is a generation or two behind the best, so the map itself is of limited use. The sound quality is only fair (it doesn't come close to the JBL sound system in the Scuderia Spider 16M, for example), but the system offers easy-to-use Bluetooth phone integration, a hard drive for music storage, aux-in jacks, and full iPod integration.

The California also comes with two-zone climate control and air conditioning that kept the cabin cool even in 105-degree desert sun. The seats are supportive, and without exception every interior material is top-rate. The folding hard top refuses to rattle or creak, and even though it required a few ticks longer than Ferrari's quoted fifteen-second time to open or close, it's quick enough to operate if you're the first to arrive at a red light. The mostly aluminum structure is so incredibly robust that at no time did I notice any scuttle shake or chassis flex.

The California looks best in darker colors, which help hide its homely rear end. The stacked exhaust pipes supposedly made more room for underbody airflow management, but they're not pretty. I also don't care for the frowning horizontal opening that contains the supplemental rear lights. Fortunately, the front of the California is far better resolved, although the car appears tall and narrow, rather than having the wide and low stance that one expects from a sports car. The long front overhang is very reminiscent of the Maserati GranTurismo, a more elegantly styled piece of automotive jewelry. As always, styling is subjective-you might look at the photos and love it.

Visibility to the rear is acceptable, and what can't be seen is detected by standard parking sensors. The trunk is easily large enough, at least with the roof up, to accommodate a large suitcase. The California's rear seats are 911-sized (meaning two things: the same size as the back seats in a Porsche 911, and that you'd have to dial 9-1-1 to have emergency personnel extract any adult who tries to squeeze into the back.) The rear seats can be replaced with a beautifully finished cargo shelf at no cost, but in either configuration, the space can be used for additional storage, and the California even offers a trunk pass-through for long items.

All of the usability means the California can easily be driven daily, and for long distances. That is, of course, the very purpose of a Gran Turismo. This Ferrari is a few programming issues short of true perfection-but the important stuff is all there. The California hits 60 mph in about four seconds, tears up back roads with impeccable balance, and cruises quietly, smoothly, and comfortably. It's an F430 with a Vulgarity Reduction Program, which is exactly what Ferrari set out to achieve and exactly what its buyers will expect. People like me will still prefer an F430, but those of sound mind, body, and pocketbook needn't look past the California in their search for a Maranello masterpiece

Read More

Future Cars

2011 Saab 9-1 - Sneak Preview 2008

Saab is cocked and ready to fire a host of new products at the marketplace. It's about time - the 9-3 and the 9-5 are both ancient (the 9-5 has been on sale for more than a decade), and the badge-engineered, Chevrolet TrailBlazer-derived 9-7X continues to muddy the brand's reputation. Sweden's other car company, Volvo, found small-car success with its C30, and the Trollhättan-based gang plans to get in on the action with the Saab 9-1 hatchback.

Saab previewed the 9-1 with its 9-X concept at this year's Geneva auto show. The 9-X's sloping roofline and wraparound windows are more evidence that Saab's upcoming hatch will in no way resemble the Volvo C30, even if the two cars share philosophies. The production 9-1 will be based on the next Opel/Saturn Astra and probably will be powered by small-displacement turbocharged engines. An Aero version of the 9-1, replete with more power and a more capable suspension, will be offered soon after production ramps up.

SVENSKA, HEAL THYSELF: Historically, Saab has been good at building premium small cars. Let's hope the production 9-1 is a sign of a reinvigorated Saab.

Read More

Future Cars

2011 Jaguar XJ - Sneak Preview 2008:-

There's nothing wrong with the current Jaguar XJ that a modern interior and exterior wouldn't fix. Thankfully, in 2011, that's just what it will get - the next XJ will pair the current model's high-tech aluminum unibody with contemporary styling. From a design standpoint, the 2011 XJ will adopt the same theme as the just-introduced XF sedan, so expect an ultra-aggressive tumblehome and slim headlights similar to those found on Jaguar's 2007 C-XF show car. Jaguar's design staff has the Maserati Quattroporte and the Bentley Continental Flying Spur in its crosshairs, so they can't afford to be conservative.

The XJ's interior will be a mix of familiar elements. Jaguar's love-it-or-hate-it touch-screen interface returns, and the XF's rotary transmission selector migrates here as well. Proximity sensors are predicted for many controls, and a full-length glass sunroof will be offered.

Power will come from a new 5.0-liter V-8 engine that will make about 400 hp; a supercharged XJR version should produce roughly 100 hp more. Both engines will be mated to a seven- or an eight-speed automatic transmission. A concept version of the next XJ should debut at the Paris show in October.

YOU CAN STOP SPINNING IN YOUR GRAVE, SIR LYONS:Finally, an XJ that looks as up-to-date as it drives. It can't come too soon.

Read More

Future Cars

2011 Mercedes-Benz SLS AMG:-

The marriage between Mercedes-Benz and McLaren has been something of a disappointment. Their co-created product, the SLR McLaren, has never met sales expectations, and its marketers have resorted to increasingly gimmicky special models in order to reach their contractually obligated goal of 4000 total units. There's been the convertible, the 722 edition, and most recently the totally topless, essentially windshield-less, and all but pointless SLR Stirling Moss, which is the final special edition before SLR production shuts down forever later this spring.

Mercedes has finally announced its next supercar, which will reach showrooms in 2010. As detailed in the pages of Automobile Magazine more than 2 years ago, the new ultimate sports machine, the SLS AMG, is a modern-day take on the classic Gullwing of the 1950s. In contrast to the SLR, McLaren is not a part of the project, which is instead being engineered entirely by Mercedes' long-time in-house tuner, AMG.

With the SLS, AMG for the first time ever is responsible for the development of an entire vehicle, and the new Gullwing is an ambitious, ground-up effort. The car uses an aluminum body draped over an aluminum spaceframe chassis, which is a first for Mercedes-Benz. The extensive use of lightweight metal helps it reach a target curb weight of 3571 pounds. And, of course, the two-seater will use the characteristic gullwing doors, made famous by the Mercedes 300SL more than fifty years ago.

The new car uses the familiar 6.2-liter AMG V-8, set back behind the front axle. Here it will produce 563 hp and 479 lb-ft of torque, an increase of 38 hp and 15 pound-feet compared to the current V-8. AMG claims that the handbuilt engines have more than 120 new parts, largely in the intake and exhaust system, the dry sump lubrication system, and the crank mechanism. The engine is also lighter (only 454 lbs), due in part to the use of aluminum instead of steel for the crankcase and the engine bolts, forged rather than cast pistons, and a magnesium intake manifold. The dry sump lubrication system uses a remote reservoir, eliminating the oil pan and allowing for a lower profile.

The engine's power is transferred to a rear-mounted, 7-speed dual clutch transaxle via a carbon-fiber driveshaft enclosed within an aluminum torque tube. The use of a rear transaxle helps the car achieve a 48/52 front/rear weight distribution.

The chassis uses aluminum double wishbones at all four wheels and composite brakes--or optional ceramic composite brakes (with telltale gold calipers)--to help keep the SLS on the road. Massive, 265/35 R19 front and 295/30 R20 rear Michelin Pilot Super Sports tires provide the grip--as much as 1.2g in lateral acceleration.

AMG is predicting a 3.8 second 0-to-62 mph sprint, and 0-to-124 mph in less than 12 seconds. As to the Nurburging lap time, AMG engineers would only say that it is "well under" 8 minutes. The top speed is electronically limited to 196 mph--oh, and the fuel economy rating is 18 mpg combined (Euro cycle), as if any buyers will care.

Look for the SLS AMG to appear undisguised at the Frankfurt auto show this fall, and to rumble into Mercedes-Benz dealerships in April 2010. Compared to the SLR, which runs nearly $500,000, the currently estimated price looks to be a relative bargain at around $250,000, but --- even though production volume hasn't yet been announced --- we're guessing the new Gullwing will be a lot harder to come by.

Mercedes-Benz SLS AMG - Preliminary Specifications (per manufacturer)

6.2-liter, 32-valve DOHC V-8
Power: 563 hp @ 6800 rpm
Torque: 479 lb-ft @ 4750 rpm
7200 rpm max engine speed

Transmission: 7-speed dual-clutch automatic
Drive: rear-wheel

Wheels: 9.5 x 19 inch front, 11.0 x 20 inch rear
Tire size: 265/35 R19 front, 295/30 R 20 rear

Length: 183 in
Width: 76 in
Wheelbase: 105.5 in
Track front/rear: 66/65 in
Curb weight 3571 lbs

0-62 mph: 3.8 seconds
Top speed: 196 mph
Fuel economy: 18 mpg (city/hwy combined on Euro cycle)

On sale: spring 2010

Read More

Future Cars

2011 Chevy Volt Revealed:-

After months of speculation, skeptical claims of vaporware, and leaked photography, GM pulled the wraps off the 2011 Chevrolet Volt - its great green hope - at its centennial celebrations in Detroit.

It's easy to see this isn't the concept Volt, which debuted at the 2007 Detroit auto show. Engineers needed to improve aerodynamics for production, which explains why the flat, sharp surfaces of the show car transformed into long, rounded forms on the final product.

Though it may look somewhat different than the slinky concept shown at the 2007 Detroit auto show, the premise behind the Volt is still the same. Deemed an "extended-range electric vehicle", the car is designed to operate as an electric vehicle until the batteries are depleted. At that point, a small gasoline engine kicks in to recharge the batteries - not drive the wheels. Owners will also be able to recharge the Volt by plugging it into either a 120- or 240 volt outlet when parked at home or at work.

Electric propulsion comes courtesy of a 150-hp motor, primarily sourcing its power from a T-shaped lithium-ion battery pack which runs the length of the car. GM says the Volt will travel up to forty miles in EV mode, before turning to the gas engine. We've not yet seen official specs on that "generator," but previous reports suggest it's a 1.4-liter I-4 which burns gasoline or E85.

Unlike GM's previous electric car, the EV1, the Volt's chassis isn't entirely unique. Like the 2010 Chevrolet Cruze and the forthcoming Saturn Astra, the Volt makes use of GM's next-generation Delta platform. Though much of the car is unique, sharing some bits - like the McPherson strut front suspension - allows GM to reduce development and production costs.

Designers did try to differentiate the Volt from its siblings inside, carrying over some of the high-tech look from the concept. The main instrument cluster is customizable, while the center console, trimmed with a white finish and fitted with touch-sensitive controls, is reminiscent of an iPod. Bluetooth connectivity for both phones and audio devices is standard, while a navigation system is optional.

Still uncertain are the Volt's production timing and pricing. Last we heard, GM hopes to build the Volt in Hamtramck, Michigan, and should reach dealers with a sticker price of approximately $30,000 to $40,000.

Read More

Future Cars

2009 Sneak Preview: New and Future Lexus Cars:-

Just like you, we always want to know what's coming next from Detroit, Tokyo, Stuttgart, Munich, Los Angeles, and all the other places where automotive engineers and designers dream and scheme on our behalf. Car companies, of course, are loath to share information on new products lest their competitors try to copy them--or you decide not to buy the cars they already have on dealer lots. Car companies, though, are simply groups of people, and some of them have a hard time keeping secrets. So, we poke, we prod, we cajole, and we uncover information that becomes the basis for our annual Sneak Preview issue. As always, some of our information is educated guesswork based on hints, insinuations, hunches. Make no mistake, though, these cars are on their way, even though details may change. Ladies and gentlemen: our list of 136 cars coming over the next few years...

2011 Lexus LF-A
Recession or not, here I come!

Did you think that the worldwide economic meltdown meant that Toyota was canceling its long-planned LF-A supercar project? Think again. The LF-A is a pet project of new chief Akio Toyoda and therefore remains very much on track. In fact, we'll finally see the production-spec car at the Tokyo Motor Show this October, and the V-10-engined coupe will go on sale late in 2010. With the car's development costs ballooning way beyond initial estimates due to increased use of carbon fiber and other exotic materials, a very limited production run is planned. After the LF-A is introduced, the company will take orders for about a year, deliver a predetermined number of cars (fewer than 1000 units is a good guess), and then cease production, going out on a high note. How much money are we talking? Well over $300,000, which puts the LF-A firmly in Ferrari 599GTB Fiorano and Lamborghini Murciélago territory.

Actual performance statistics remain murky at this point, but we know that the LF-A will look essentially like the front-engine concept from the 2007 Detroit auto show, and it will be powered by a V-10 making in excess of 500 hp.

SOMETIMES IT'S NOT ABOUT THE CASH: Although Toyota will lose huge sums of money on every LF-A it sells, the company clearly figures it's worth it for enhancing the Lexus brand worldwide and as a test bed for new technologies.

2010 Lexus HS250h

The Lexus HS250h shares its underpinnings with the athletic new European-market Toyota Avensis, so there's a chance that the brand's first hybrid-only model could accidentally inject some fun into the lineup. The HS's hybrid system - pinched from the Camry Hybrid - consists of a 2.4-liter Atkinson-cycle four-cylinder and two electric motors good for 187 total horsepower. Of course, comparisons with the new-for-2010 Toyota Prius are inevitable, although the cars are essentially unrelated despite an identical wheelbase. The HS250h isn't as fuel-efficient as the Prius (about 34 mpg combined, against the Prius's 50), but creature comforts count for something, right? The HS250h, which is longer than an IS but shorter than an ES, hums into Lexus dealerships late this summer.

Read More

Future Cars

2012 Opel Corsa - The Cars We Need Now!

The visionary who slipped an Opel Corsa onto General Motors' stand at last January's North American International Auto Show in Detroit is the individual currently strutting corporate halls with the "I told you so!" look on his face. If only Saturn's general manager, Jill Lajdziak, had mustered the courage to splash an ARRIVING THIS FALL banner over the electric-blue Corsa OPC hatchback. A fun, affordable fuel-sipper would be the perfect addition to the Opel-sired Astra, Aura, and Vue models already gracing Saturn showrooms and an excellent alternative to the Korean-built Chevy Aveo and Pontiac G3 at the gimme-mileage end of GM's product range.

Last summer, an Opel Corsa Sport served as our support vehicle during a weeklong Ferrari fest in Italy. Equipped with a 1.4-liter Twinport Ecotec four-cylinder generating 90 hp, it was no ball of fire, but this two-door hatchback felt solid and sure-footed, as you'd expect of any subcompact engineered to hum flat-out on the autobahn for hours on end. We clocked a top speed of 112 mph, recorded 24 mpg over 800 miles of hard driving, and thoroughly enjoyed the Corsa's congenial spirit.

Although most Americans consider 90 hp barely enough to power their air-conditioning, the Corsa's 1.4-liter gasoline engine is one of eight power sources ranging from a 60-hp, 1.0-liter puddle jumper to a spunky 192-hp, 1.6-liter turbo. To supplement five gasoline engines, there are three turbo-diesels ranging from 75 hp (1.3 liters) to 125 hp (1.7 liters).

Offering a hint of its future plans, GM presented a diesel/electric hybrid Corsa at the 2007 Frankfurt auto show. Combining a 1.3-liter turbo-diesel engine with a belt-driven starter/alternator increases fuel efficiency to a claimed 63 mpg. Shutting down the engine at stoplights, employing regenerative braking to convert unwanted momentum to electricity, and using the starter/alternator to boost acceleration are standard hybrid operating procedures. The only part of this concept that's not quite ready for production is the Corsa's lithium-ion battery pack.

Regrettably, GM probably won't roll Corsa-sized cars and crossovers into Saturn showrooms until the next-generation design is ready in three or so years

Read More

Future Cars

2012 Lamborghini Estoque - A Four-Door Bull

After years of casting around for a third model, Lamborghini has settled on what Manfred Fitzgerald, head of brand and design, rather presumptively calls "the world's first supersedan." The dramatic Estoque, revealed in concept form at the Paris auto show, isn't called a four-door coupe by its makers, but it certainly would travel in the extrawide tire tracks of cars like the Porsche Panamera and the Aston Martin Rapide, both of which it would follow to market, in 2012.

Quest for the third leg
"The [exotic car] business is quite volatile," allows Lamborghini CEO Stephan Winkelmann. "So three legs are invariably better to stand on than two. That's why we have been thinking for several years about a third model to complement the Murciélago and the Gallardo."

Lamborghini bosses evaluated options ranging from a Miura successor (remember the 2006 design exercise?) to an LM002 reincarnation to a front-engine GT.

"The SUV fell through because that wave has passed. We also dismissed the front-engine sports car because the segment is, on a global basis, deceptively small," says Winkelmann.

"In the end, we decided on the four-door supersportwagen. Despite its unconventional architecture, it perfectly matches our key brand values, and research tells us that it will work in all markets - especially in Asia and Russia, which will soon account for one-third of our total sales volume. Perhaps most important, it addresses a very wide customer base, from sports car aficionados with families to style-conscious businessmen with full-time chauffeurs. To satisfy these clients, who are used to the space, comfort, and convenience of a full-size luxury sedan, we created a generously roomy car free of head- and legroom compromises."

"Entry and egress will be effortless," promises Mauricio Reggiani, who is in charge of the technical department. "The big doors open wide, the seats are cushy yet supportive, there is plenty of legroom, and once you've made yourself comfortable, the low roof is never an issue. Although visibility is excellent, the first thing you'll notice from inside is the high beltline, which provides a charming cocoon effect."

What makes the bull run
Mechanically, the front-engine Estoque is unlike either of Lamborghini's current offerings, both of which are mid-engine two-seaters. The Estoque is loosely based on the ASF (Audi aluminum spaceframe) platform shared with the next Audi A8 and Bentley Continental families. For production, an ASF architecture is bound to be the most practical choice in terms of investment, weight savings, and commonality.

A front-mounted engine is a given, and odds favor a twin-turbo V-8. To be on the safe side, the engine bay is just big enough to house Lamborghini's V-10, but that thirsty and expensive engine is more appropriate for a hard-core sports car. The show car's V-8 is derived from the V-10, but for production, Lamborghini is more likely to modify the next A8's new 4.0-liter, direct-injection twin-turbo V-8. Rated at about 420 hp and 400 lb-ft in A8 guise, it would probably get a power and torque boost to 500 hp and 480 lb-ft (although that would still put it behind the 620-hp, Lambo-sourced V-10 in Audi's next S8).

A transaxle would be nice but is difficult to accomplish with four-wheel drive. "Even with the transmission bolted to the engine, we think we can achieve a well-balanced, 55/45 percent weight distribution," states Reggiani. "Instead of the fixed torque split preferred by Audi, I would vote for an active, electronically controlled on-demand system that is even more responsive and progressive."

As for brakes, why look any further than the industry's lagest-diameter rotors, which Bentley currently installs on the Continental GT? The Estoque almrost certainly will get the same setup, with optional carbon-ceramic discs, of course.

The A8/Bentley architecture also offers a control-arm air suspension, but Lamborghini prefers a more pure (and lighter) approach. "For the Estoque, a more straightforward coil-spring suspension tuned by means of Audi Magnetic Ride or a similar system might be a better solution," says Reggiani.

Where to build it
The Gallardo, which shares its genes with the Audi R8, starts life in the Audi plant in Neckarsulm, Germany, and the Estoque would follow a similar build process. (Only the Murciélago is designed, developed, and built 100 percent in-house, and there's no more room at the Lambo factory in Sant'Agata Bolognese.) The Estoque's genetic link with the A8 and the Flying Spur allows the possibility of partial assembly either in Neckarsulm (Audi) or Dresden (Volkswagen/Bentley). Lamborghini would bring in semicompleted body/chassis/drivetrain units from Germany for the final build phases in Sant'Agata, to warrant that all-important, made-in-Italy provenance.

How many and how much
"If [the Estoque] does happen, it would have to account for approximately half of our total sales," says Winkelmann. That's 1500 to 1700 units per year. To achieve that volume, the Estoque needs an attractive price, perhaps something less than $150,000. That would put it $25,000 below the Flying Spur and $50,000 above the S8. Wishful thinking? "It's still the early days," says Winkelmann. "But, yes, that's probably the price point we would have to aim for."

The political questions
We're confident that messieurs Winkelmann, Fitzgerald, and Reggiani can pull off this car in terms of concept and content. But thorny issues of funding and politics remain. The biggest worries: How will Porsche management and newly crowned VW Group supremo Wendelin Wiedeking react to a new model that targets Porsche's Panamera? Will the Estoque be the first casualty under the new regime? "This is a challenging business that requires a lot of out-of-the-box thinking," says a suddenly pensive Winkelmann. "To us, the four-door supersedan has huge potential, and it marks a totally new opportunity."

Read More

Future Cars

2010 Nissan Leaf Electric Vehicle
Nissan now has a car to go with its electric powertrain. At the opening ceremony for its new headquarters in Yokohoma, Japan, the company unveiled the Nissan Leaf, a battery-electric vehicle that will hit U.S. roads in 2010.

We've driven test mules wearing both Cube and Versa sheet metal, but this latest announcement is the final step in turning an engineering project into a production car. The Leaf shares its general shape with the Versa hatchback, but is notably longer than that car. Cues are also borrowed from the Murano crossover and the Asian-market March subcompact. Nissan's chief creative officer, Shiro Nakamura, says the car shown is almost identical to the production model that will arrive in the U.S.

Inside, the cabin has style at the top of the compact car segment. The two-tier instrument panel uses digital screens rather than traditional gauges. A gloss black surround and sleek flush-mounted buttons accent the navigation system in the light interior. The traditional shift lever is replaced by a small knob that is pushed forward or back to select drive or reverse.

Nissan Leafs (Leaves?) will be offered to commercial fleets in the U.S. in 2010. By 2012, the LEAF will be offered to consumers in select markets, including Oregon, Phoenix, Raleigh, San Diego, Seattle, Sonoma, Tennessee, Tucson, and Washington D.C. Nissan says the price of the EV will be close to that of a family sedan, which we take to mean somewhere near $25,000 to $30,000. To ease early adopters' fears about costly replacement, Nissan will likely lease the battery pack. The company is still debating if the car itself - the body, the chassis, and the powertrain - will be leased or sold to customers.

The Leaf is powered by an electric motor making 80 kW (107 hp) and 206 lb-ft of torque. Electricity is stored in a 24-kWh lithium-ion battery pack. The Leaf will have a range of about 100 miles between charges. In the home, a 200-volt system will recharge the car in eight hours. Nissan is also working with governments and utilities to install charging stations in major markets. Some of those stations would use a three-phase 200-volt power supply to charge the battery to 80 percent in just 30 minutes.

To aid drivers in making the transition from gas vehicles to range-limited electrics, Nissan will connect the Leaf with drivers through their phones. Using that system, consumers would be able to check the battery charge or turn on the climate control several minutes before getting into their car. By cooling or heating the vehicle while it is still plugged in, drivers can conserve the battery charge to ensure they get the best range. Leaf drivers will also have the option to equip their car with a small solar panel on the rear spoiler to power some accessories when parked.

For Nissan, the Leaf represents a strategy to be a leader in zero-emissions technology. To date, the Japanese automaker has been a minor player in the hybrid game, only offering the Altima Hybrid (which uses Toyota's Synergy hybrid powertrain) in nine states. By focusing on electric vehicles, the company hopes to leap-frog hybrid leaders and establish its own green reputation. In addition to the Leaf, Nissan plans to offer two more electrics based on the same platform within a couple years.

Read More

Future Cars

2011 Mercedes-Benz SLS AMG

We're flat-out on Germany's Sachsenring race track in the new Mercedes SLS AMG, chassis number 00045, a mildly camouflaged pre-production model. Ahead is an SL65 AMG Black Series--twin-turbo V-12, 670 hp, 738 lb-ft of torque--driven by Tobias Moers, head of AMG's r&d division, seasoned race instructor and today's pace-setter. Filling his mirrors, our red gullwing keeps pushing harder and harder, even though its normally aspirated 6.2-liter V-8 is rated at a comparably modest 571 hp and 479 lb-ft. The Sachsenring has plenty of slow corners, lots of climbs and descents, two long straights and two very fast and very blind fourth-gear bends.

As our session progresses, this track is becoming a nightmare for the wide, fat SL, and dreamland for the light and nimble SLS. Despite the Black Series car's four more cylinders, 100 extra hp and 259 lb-ft of added torque, it's punished by its 551-lb weight penalty. The SLS not only uses a significantly lighter double-wishbone aluminium suspension, it also boasts a featherweight spaceframe body which tips the scales at a mere 531 lbs. Perhaps even more significant is the weight distribution. In contrast to the nose-heavy SL, the new gullwing places only 48 percent of its mass on the front axle and 52 percent on the driven wheels.

In this match, the Black Series SL doesn't stand a chance. It understeers early, and after only ten laps it has practically run out of front tires. The momentum gained on the straights can never compensate the speed lost on the approach to and through the infield.

The SLS is a totally different animal. It is 49 inches low and 76 inches wide, with cab-backward proportions that emphasize the front-mid-engine layout. The boxy light-alloy skin is draped over a long, 105-inch wheelbase. The gullwing doors open at a large 70-degree angle, but even when fully deployed, the maximum clearance is a scalp-threatening 5 feet, so that short people can still reach the inner grab handles from their seats. The power-operated buckets, which feature lightweight magnesium backrests, are comfortable and supportive. The steering wheel's squared off bottom is a bit of a nuisance through the esses, and in a car this sporty, the shift paddles should be attached to the column--not the wheel.

Instead of a conventional transmission lever, the SLS features a small T-handle gear selector. Push it forward to engage reverse, pull it backwards to select drive, hit the button marked P for park. To the left are five buttons marked engine start, transmission mode (controlled efficiency, sport, sport plus, manual), ESP (on, off or sport), rear spoiler (it automatically extends at 75 mph) and AMG (to store your favorite settings). The familiar Comand system controls the various communication, navigation and entertainment functions. Like every AMG car, the SLS offers a choice of in-dash readouts which relay the coolant, engine and gearbox oil temperatures, the current ESP setting and the most recent lap and trip times. Above the two large main round instruments, there is a supplementary digital LED rev counter with one amber warning segment at 6900 rpm and two red warning dots which come on at 7100 and 7200 rpm.

The exterior design of the new gullwing incorporates modern and retro elements. The large grille, the side cooling gills, and the signature doors all mimic the original 1954 silver arrow. The cleverly packaged and neatly finished interior charms with its rather unique cocoon effect provided by the clamshell doors and the extra-tall sills. The cabin feel is snug but by no means claustrophobic. Standard equipment includes keyless ignition, heated seats trimmed in soft Designo leather, parking aids complete with rear-view camera, and lightweight pedals with rubber studs. Extra money buys speakers by Bang & Olufsen, carbon fiber trim, memory seats, a DVD changer, and your choice of multi-hued color schemes with contrasting stitching and piping. This is definitely not your father's Benz.

Thumbs up? Let's go! This time, there is no Black Series lead car. We're on our own now, for eight more hot laps. Time to hit the AMG button and summon the preferred set-up: transmission in sport plus, ESP in sport. There is no choice of setting for the dampers or the steering, the latter of which takes only 2.7 turns from lock to lock. In sport plus, the seven-speed dual clutch transmission swaps the gears with the same brutality as in the Ferrari California, and it also blips the throttle during downshifts. Engine and gearbox are connected via a carbon-fiber torque tube, which distributes the power to the rear wheels via a 100 percent mechanical limited-slip differential.

First gear runs out of revs before you can say "Wow," second is only suitable for the slowest corner of the track, third is a wonderfully elastic ratio which perfectly matches the engine's 4750-rpm torque peak, fourth successfully conquers fear through the two heart-attack left-handers, fifth is just about all you need to reel in the short downhill stretch and the hunchback start-finish straight.

Unlike the tail-happy C63 and the slightly ponderous SL63 we drove to acquaint ourselves with the track, the SLS AMG is so stable and composed, it feels strangely uneventful and uninvolving. How come? Because the new dry sump lubrication helps provide an exceptionally low center of gravity, the transaxle layout ensures an amazingly neutral handling balance, and the staggered-size tires (265/35R19 in the front, 295/30R20 in the back) provide an almost insane amount of grip. As a result, the 3571-lb two-seater is as expressively dynamic in one direction as it is absolutely unshakeable in any other. Although confidence is quickly established, it takes at least half a day--and an eye-opening ride with the former DTM champ Bernd Schneider--to fathom the true potential of this very special Mercedes.

But even then, the prevailing impression is compiled of such pragmatic virtues as compliant ride, accessible performance, perfect balance, enough noise but no undue vibrations or harshness. For a rear-wheel-drive supercar, the SLS is incredibly benign and forgiving.

One key dynamic asset is the steering. Meatier and less damped than in other AMG models, it opens up a new level of man-machine dialogue. It's a precision tool that fuses minimum input and maximum control, even through that adrenalin-pumping 110 mph uphill kink where the coupe's fat rear end wants to play catch and release. Then there's the electronic throttle, which allows you to modulate and time the torque flow to perfection. The free-breathing, high-revving V-8 responds to the driver's right foot like a thoroughbred to the prose of a horse whisperer. Especially in manual mode, where the transmission holds the chosen gear no matter what, the SLS rides the torque surf so expertly that every approach is a trough, every apex is a crest, and every exit is a mighty tidal wave.

To boost the 6.2-liter V-8's power output from 525 hp to 571 hp, AMG developed a new larger-diameter intake plenum, hotter camshafts, a more ambitious lightweight valve train and a low-resistance multiple-pipe exhaust system. Other measures include slimmer forged pistons, reinforced crankshaft bearings, toughened reduced-friction piston liners, a stiffer crankcase, a shorter cooling circuit and a more efficient lubrication. Lighter, torquier and quite a bit more powerful, the tweaked 6.2-liter V-8 actually uses less fuel than the version in the E63 and S63 (though U.S. EPA figures are not yet available). Mercedes is quoting a 0-to-62 mph time 3.8 seconds and a top speed of 197 mph.

Equally impressive are the brakes. One can specify extra-large carbon-ceramic rotors which are immune to high temperatures and offer a 40 percent weight advantage, but even the standard steel discs are very good at neutralizing excess kinetic energy. Despite the commendably short pedal travel, the massive six- and four-pot calipers cover the complete deceleration spectrum from touch-then-go-again to all-anchors-dropped.

No, we don't know yet how the SLS fares on broken pavement, on twisty autobahn sections, or in stop-and-go traffic. If the performance on the track is any indication, the new AMG-Mercedes promises to be one of the true greats.

Look for the SLS to make its public debut at the Frankfurt auto show in September and U.S. sales to start next summer, with production capped at 5000 per year. Next in the five-year cycle of the project is the roadster, which goes on sale in early 2011. Three and a half years later, we are going to see a limited-edition farewell Black Series gullwing. And believe it or not, there is also a zero-emission version in the works for 2012.

Mercedes-Benz SLS AMG - Preliminary Specifications (per manufacturer)

Engine: 6.2-liter, 32-valve DOHC V-8
Power: 563 hp @ 6800 rpm
Torque: 479 lb-ft @ 4750 rpm(7200 rpm max engine speed)

Transmission: 7-speed dual-clutch automatic
Drive: rear-wheel
Wheels: 9.5 x 19 inch front, 11.0 x 20 inch rear
Tire size: 265/35 R19 front, 295/30 R 20 rear

Length: 183 in
Width: 76 in
Wheelbase: 105.5 in
Track front/rear: 66/65 in
Curb weight 3571 lbs

0-62 mph: 3.8 seconds
Top speed: 196 mph
Fuel economy: 18 mpg (city/hwy combined on Euro cycle)

Read More