2011 Buick Regal CXL, an AW Drivers Log

impression: Not a cushy car.
Second impression: Thank God!
It takes a little adjusting to get the driving position just right in the 2011 Buick Regal, but that's a good thing compared with past Buicks in which it didn't really matter how the seat was adjusted as long as it was as soft and as wide as a BarcaLounger. That's just the first clue that this is different kind of Buick.
Then there's the refinement in the powertrain, the taut suspension, the steady steering and overall feeling of solidity that says this is something else altogether. Thankfully, the General Motors guys on this side of the Atlantic didn't feel the need to mess with the good German engineering that GM's Opel boys put into the car. It's probably a little more insulated and isolated from the road than an Opel Insignia, but on stateside roads, that's a blessing. The car is still a good driver, so they couldn't have done too much to it. I was particularly pleased that the little four-banger motors along happily at 80 mph without any need for extra accelerator and gear kick-down to keep the speed steady.
I really like the handsome exterior, which looks surprisingly sporty and strong without being overdone. And I already mentioned my take on the interior, which is plenty comfortable without being a couch, and is well laid out and functional. I could see where some buyers might find the interior space confining and the view out the rear window limiting, but I think the car's better points outweigh those negatives.
EDITOR WES RAYNAL: I was impressed. This is a good-looking, taught, controlled midsize sedan, the best Buick I've driven. The Regal was supposed to be the new Saturn Aura, and it would have made an excellent new Aura. Whether traditional Buick customers will like this car remains to be seen, and I suppose it doesn't matter since presumably Buick is after a whole new customer--read, younger. The car is firm with good body control but won't beat you up, and the steering felt spot-on to me. And Buick's traditional quietness is here as well--it's a perfectly pleasant car on the highway with low road/tire noise and a quite nice interior.
I've read reports elsewhere that say the car is underpowered, but I don't see it. I thought even with this base powertrain the power was good, and this is a nice, smooth engine and transmission combo. One thing I kept thinking as I was driving this was what a slick wagon it would make.
NEWS EDITOR GREG MIGLIORE: I came across a couple of older-model Buicks during my night in the Regal, and I couldn't help but think of how different this car is compared with some of its recent predecessors.
The cabin blew me away. It feels more like a cockpit, and the dark materials and silver trim look like something found in a German sports sedan, which really is what the Regal is. Even the concave doors with the fighter-jet like handles looked great. Everything felt nice, and the navigation was clear, colorful and showed precise street-level mapping. The four-gauge cluster was easy to read and elegant, and this is the first car I've been in recently that is absolutely worth every penny of its sticker.
Drooling in the cabin aside, I was quite taken with the driving abilities of this car. The suspension is sporty and controlled, yet still comfortable enough to damp road intrusions adeptly. There's little dive in braking, and the car is flat in curves and turns. The body feels taut, sinewy and toned in aggressive maneuvers. The steering offers immediate feedback and impressive weight through the sporty steering wheel. I was able to make precise lines and hold the Regal on course over expressway moves, and it really made me want to drive this car fast.
The I4 is respectable. I dialed up more than 5,500 revs when passing a semi and all of the horses were needed for flogging this car. The engine is strong through the band to redline and offers solid acceleration from launch. I chirped the tires on more than one occasion and greatly enjoyed it. This is the most fun I've ever had in a Buick. Give me the turbo I4s--especially the top-of-the-line GS.
The exterior styling is elegant and sporty. I like the Opel Insignia blades in the doors, and it's understated yet nicely done. There's some nice bling with the brightwork on the grille and trunk. I really like the silver Buick shields too, which have been in use for a few years. It's classic yet contemporary.
This is the first car I've driven in awhile that my 28-year-old brother and my 70-year-old father would equally appreciate, though for different reasons. Good thing GM kept Opel.
ASSOCIATE EDITOR JONATHAN WONG: I have to agree with the statement about this being the best Buick I've ever driven. However, maybe that's because it began life as something other than a Buick. As mentioned above, this was supposed to be the next Saturn Aura, but we all know how that story ended. With the jettison of Saturn, GM was left to find a new home for it in North America. The benefactor ended up being Buick, which is certainly good for the brand.
From a drive standpoint, this car is stellar. The ride is buttoned-up with a suspension that keeps the car comfortably planted around town over bumps and potholes, while being more than up to the task of keeping it stuck around corners when pushed. In my opinion, this is one of the best-handling front-wheel-drivers on the market. It's very impressive with the combination of body composure, steering response and cabin isolation.
I was let down by the engine. With only 182 hp to move around this 3,600-pound car, the engine feel slightly overburdened when you're romping it. It's not deadly slow, but I would like to see power in the low 200-hp range like the Acura TSX to make it feel a bit more spirited off the line. I'm sure the Regal GS will do a lot to squash my complaints later on. Shifts from the six-speed automatic were, however, fairly quick.
Another strike I'm going to give the Regal is the interior. No doubt, it was going to be the Aura and development was probably too far along to change things up more and maybe put some better-looking controls and switches in it to make it look like a Buick instead of a Saturn. It's still nice in there overall, but coming after the interior Buick did for the LaCrosse, it's a letdown. Sure, the Regal is supposed to be a more entry-level vehicle than the LaCrosse, but still. A few more luxury touches would be appreciated.
Finally, there was an odd noise coming from behind the center stack during my night. It would only happen when I turned right from a stop or a slow roll. With the wheel cranked right and when you accelerated through the turn, you would hear an odd buzzing noise, which would stop once the wheel straightened up. Weird, and it only did that in that situation, not when you turned left and not when you were going faster.
2011 Buick Regal CXL
Base Price: $26,995
As-Tested Price: $31,780
Drivetrain: 2.4-liter I4; FWD, six-speed automatic
Output: 182 hp @ 6,700 rpm, 172 lb-ft @ 4,900 rpm
Curb Weight: 3,600 lb
Fuel Economy (EPA/AW): 23/23.4 mpg
Options: RL6 optional equipment including power seat adjuster, front passenger, eight-way, four-way lumbar, power outlet, ultrasonic rear parking assist, power sunroof, rear airbags, premium audio with navigation, nine speakers ($4,785).

2010 Infiniti G37S Convertible, an AW Drivers Log

evening drive in the summer with the top down is one of my favorite things to do, and the G37 convertible was the perfect vehicle for a top-down drive home from the movies last night. A simple one-button actuation is nice-no flipping of locks or anything. But in looking at the top's operation and realizing all the servos and electronics that make a folding hardtop possible, one wonders whether you should ever keep the car beyond its warranty period. Man, it looks complicated.
And you also give up the sturdy chassis that is the foundation of the G37 coupe. There's plenty of cowl shake and chassis vibration to let you know this is no fixed-roof coupe.
But this is a good-looking car, and the benefits of a folding hardtop instead of a traditional ragtop are many: warmth, security, quietness. The obvious downside is the highly mechanical operation.
I also continue to marvel at Nissan/Infiniti's method of storing radio stations. It seems as if every other manufacturer on the planet does its presets on the same frequency: AM, FM or Sirius/XM. Not Nissan and Infiniti. Nope, you can store an FM station and an AM station right along with four satellite channels. I'm sure this would be less annoying if you lived with this car longer and got used to it, and maybe even this would be a plus. But I find it annoying when I'm trying to go between a couple of AM stations looking for a traffic report only to switch from AM to XM or FM with no idea of how to get back to where I started.
ASSOCIATE EDITOR JONATHAN WONG: Here we have yet another hardtop convertible--they are all the rage nowadays. The BMW 3-series convertible, the Volvo C70 and the Lexus IS-C all have gone the hardtop-convertible route with mixed results.
From a styling standpoint, designing a rear deck to cover these large and heavy three-piece tops is a challenge, which I believe the Infiniti pulls off the best by far, followed by the Volvo. The Lexus is the ugly duckling of the group. When you look at the Infiniti, the lines all flow together fluidly and maintain good proportions. This results in a car which looks really good both with the top up and with it down.
As with any convertible, it would be foolish to expect it to drive as tight as a fixed-top version. Losing a B-pillar is tough to overcome, but the G37 convertible does it admirably. It boasts decent reflexes when you dive into turns with responsive steering and strong, grabby brakes to scrub off speed. The important thing to remember is that this thing weights more than 4,000 pounds, and a lot of that weight is placed high in the car. Take that into the account, and it's pretty impressive how well Infiniti has made this convertible handle. Do the chassis and cowl shake? Yeah, but it's not horrendous or anything.
The suspension is stiff and does crash over larger bumps, but the smaller road imperfections are soaked up without a problem. With the top up over the big bumps, the roof does clink, clank, rattle and crash a lot. It's not the most comforting sound to hear, in all honesty.
As we know, Nissan/Infiniti's V6s are always strong with good pull throughout the revs and sound good whenever you put your foot into it. The six-speed manual shifts smoothly enough, but I'm not real high on the clutch. The pedal is a too springy for my liking and take-up is abrupt.
Inside the cabin, the plastics are all of good quality and the silver trim along the center stack and doors looks cool. Backseat legroom also isn't half bad and an adult could manage back there for short trips. Trunk space is also generous with the top up, which came in handy for a Sam's Club trip that saw me pack in four cases of drinks and a few other smaller items.
For those looking for a luxury hardtop convertible, I would have to say the Infiniti is my pick. However, if you don't mind a ragtop, I would advise you to check out the Audi A5/S5 cabriolet.
2010 Infiniti G37S Convertible
Base Price: $47,815
As-Tested Price: $50,035
Drivetrain: 3.7-liter V6; RWD, six-speed manual
Output: 325 hp @ 7,000 rpm, 267 lb-ft @ 5,200 rpm
Curb Weight: 4,099 lb
Fuel Economy (EPA/AW): 19/15.5 mpg
Options: Navigation package including touch screen, DVD video playback, 3D building graphics and Birdview, lane guidance, speed-limit advisory, streaming audio via Bluetooth, satellite traffic and weather, restaurant ratings, Infiniti voice recognition, 9.3GB music-box hard drive ($1,850); R-Spec high-friction brake pads ($370).

2011 Jaguar XK Coupe, an AW Drivers Log

is one of the more beautiful cars on the road today. It is instantly recognizable as a Jag, which is a good thing considering the terrific design heritage the company has. The XK continues with that reputation.
In writing about other Jags, I've voiced my displeasure with the touch screen interface so I won't belabor the point again here. I will say the iPod interface was seamless. It worked as advertised, and the sound system in the XK is terrific. And the nav system, available through the touch screen, is easy to use. But it is a bit difficult to view in bright daylight.
The V8 is nice and strong but while driving, I kept thinking how much more engaging this car would be with a six-speed manual. Jag is all about luxury, so maybe the right option would be a dual-clutch setup to engage the driver a bit more.
The XK looks terrific, delivers a pleasant ride and has outstanding curb appeal. This car makes people stop and look at it.
MOTORSPORTS EDITOR MAC MORRISON: The XK symbolizes Grand Touring: Attractive, classic lines, a good amount of power, great sounds and an excellent blend of sport and luxury when it comes to the ride/handling balance.
Speaking of the design, several people went out of their way to approach me to say how much they like this car's appearance. It's hard to disagree with them.
The V8, tuned to sound like the roar of a large jungle cat, gets me every time, but I'd like this Jaguar to come standard with just a little more power. However, it does have plenty of get up and go, and probably more than a lot of buyers ever feel the need for.
The steering is on the overboosted side, but not so much that you feel disconnected from the road. In damp conditions, be judicious with the throttle to avoid the rear end from coming loose, because it does not take much for that to happen. It's easy to catch, though, and you can provoke the same action in the dry if you feel like tossing the car around. The relatively compliant suspension makes the XK easy to control at all times.
If I owned one of these, I think I'd see about having the rear "seats" removed. It's the same way I feel about Porsche 911s. Seriously, what's the point? OK, you might be able to cram someone back there for a short emergency trip, but I'd rather just jettison the weight. Then again, that probably wouldn't look very attractive when you were done.
I was surprised to discover that even though this car features Bluetooth connectivity as well as an iPhone jack, it does not feature voice dialing. (Unless I missed something, but I even read the manual and didn't see any instructions for such a function). That makes placing calls a pain, and the lack of functionality is out of place on a luxury car that costs this much money.
ASSOCIATE EDITOR JONATHAN WONG: Even after a few years on the market, this car is still stunning to look at and people at the gas station still approached me to take a gander at it. Last year it received the updated 5.0-liter V8 which delivers good punch, sounds great and is hooked to a quick-shifting ZF automatic gearbox. Downshifts come at the perfect time and the manual gear select function isn't half bad either.
As Mac said, the steering is a little too boosted and could use a touch more heft to improve feel, but it does make placing the car where you want and when you want quite easily. The aluminum intensive chassis is tight and is light on its feet sitting on a well tuned suspension.
Also echoing what has already been said above, the car is more grand touring than sport. So comparing it to a BMW 6-series or a Mercedes CL-class is more fitting than, say, a Porsche 911 and there's nothing wrong with that. It is good looking, has a good amount of performance, while mixing in luxury and comfort.
How could it improve? Yeah, a manual or a dual-clutch gearbox would help raise the excitement level some, but I would only want to see that in the XKR version which is supposed to be the more performance oriented feline. Keep the base XK and supercharged XK the way they are because they're close to being ideal in grand touring terms, minus the interior's touch screen interface which saps up precious time from your life and requires pinpoint accuracy.
EXECUTIVE EDITOR-AUTOWEEK.COM BOB GRITZINGER: I think this might be the best Jaguar ever, for its fine balance between a pure luxury car and a capable sports car. The car is quick, and feels light enough both through the steering wheel and the seat of the pants to give you the impression it's a lightweight sports car. At the same time, there's enough plush leather and trim in the interior and enough refinement to the exterior styling to reassure that this is a marque that knows a thing or two about taste.
While I don't mind the cool rising shift knob, I yearn for a proper Jaguar J-gate shifter instead of knobs and paddles, but that's a small complaint in the big picture. This is one special cat.
EDITOR WES RAYNAL: I agree, this XK is as close to the definition of grand touring as you'll get: Silky body, decent power, sounds good and a nice ride/handling balance. I too got attention when I stopped at a store to run in quick. Everyone loved its looks. Thanks to the 85 hp boost it got last year the car is quick enough for me and nicely balanced but I agree with Morrison that the steering could use a dial back on the boost.
I liked the interior and have no problem with the knob shifter thingy--don't miss the J-gate at all, in fact I never liked it much anyway. The only thing that keeps turning "liked" the interior into "loved it" is it's just a tiny bit tight in there. Then again I ain't getting any skinnier.
I thought the $83,000 sticker wasn't bad, either.
2011 Jaguar XK Coupe
Base Price: $83,000
As-Tested Price: $83,000
Drivetrain: 5.0-liter V8; RWD, six-speed automatic
Output: 385 hp @ 6,500 rpm, 380 lb-ft @ 3,500 rpm
Curb Weight: 3,651 lb
Fuel Economy (EPA/AW): 19/18.6 mpg
Options: None

2011 Subaru Outback 2.5i Limited, an AW Drivers Log

This is the Outback that I have been asking for! Once I got into the driver's seat and noticed the clean center stack--with a navigation unit!--I knew I liked this model even better than our long-termer. The absence of a nav in our Subie has been the one thing I've considered lacking, so this short-termer completes the package for me.
I'm not a fan of the bronze paint, but the great sheetmetal is still there. And all of the legroom, headroom and cargo space remain. The drive and handling are solid, and I didn't notice any of that violent jerking the transmission in our LT Outback has exhibited. The brakes are strong and easily bring the car to a halt, and they aren't overly sensitive in stop-and-go traffic.
I became a fan of Subie's crossovers with our LT Forester last year, and that favor continues with the Outback. It's a great grocery getter and around-town runner, sure. But to me, the Outback is meant to travel. And whether it's just a weekend ride or a longer jaunt, this is a great vehicle in which to do that. With the addition of the nav unit, and the easy-to-use sound and climate systems, all you need is some open road and/or a destination.
NEWS EDITOR GREG MIGLIORE: I'm continually impressed with the Outback, and this one upgraded in handsome trim is no exception. It's like our long-termer--but with nicer options. The interior sees the most significant differences, where the leather and wood-colored parts are sharp and pleasing to the touch. The deep blue background sets it all off. As Cindy noted, the nav is a smart addition, and this unit is colorful and informative. The leather wrapped steering wheel feels luxurious and is a nice interaction point for the evenly weighted steering. The demeanor of the Outback is one of its better characteristics. It feels solid and buttoned-up in corners, and I much prefer this feel to taller SUVs. The seats are comfortable and adjustable, and the road view is excellent.
This boxer-four is a decent powerplant. I would take a few more horses underhood, but this wagon is not underpowered by any means. The AWD is great in typical Subie fashion. The brakes are strong, though they can feel grabby at times, giving the feeling like you're in a bit of a panic stop. Overall, this is an excellent family hauler. I wish our long-termer had some of these options.
ASSISTANT ART DIRECTOR/DESIGNER TARA KLEIN: I typically fear that once I like a current vehicle, the following year's model will have some alterations that I don't approve of. I am a firm believer in the saying, "If it ain't broke, don't fix it." I know this is not the exact car that in our long-term fleet; there are some different features and specs, but I was still concerned the overall feel and comfort would change. And I was right. Luckily I found the Outback has evolved into something even better and more adaptable to drivers of all types.
Comfort and visual appeal are still of paramount importance. The seats provide great support and coziness, and the amount of legroom and storage is still generous. Wood and metal trim grace the curves and lines of the elements inside, creating a modern look. The center console is well lit, and I like the red backlit controls. This Outback is equipped with a back-up camera and a navigation system, which scored major bonus points for me instantly. The dash cluster is still well composed, being simple, clean and easy to read.
The touch screen controls for the radio had me concerned at first. Most of my experiences with touch screens involved finicky buttons that were just too small to target. But this screen is extremely easy to navigate and use.
The solid, sturdy, utilitarian stance is still present. Bumps and other road blemishes were no problem for the Outback to absorb during my commute, and it still has power when tackling expressway traffic. The exterior is still simple, clean and sensible. I'm not convinced the rusty bronze color suits it, however.
So I suppose I'm wrong. The 2010 wasn't broke. Some features of this 2011 got fixed up. And I like it.
2011 Subaru Outback 2.5i Limited
Base Price: $29,520
As-Tested Price: $32,515
Drivetrain: 2.5-liter H4; AWD, continuously variable transmission
Output: 170 hp @ 5,600 rpm, 170 lb-ft @ 4,000 rpm
Curb Weight: 3,564 lb
Fuel Economy (EPA): 25 mpg
Options: Option package 08 including power moonroof, navigation system including voice-activated controls, auxiliary audio port, rear vision camera, satellite radio, auto-dimming rearview mirror, CD/DVD player, Bluetooth ($2,995)

Bugatti Veyron is top seller at Barrett-Jackson auction in Las Vegas

Barrett-Jackson Auction Co. CEO Craig Jackson has the distinction of being the highest bidder at his firm's recent sale in Las Vegas--paying $770,000, including the buyer's premium, for a 2008 Bugatti Veyron when the original winning bidder refused to pay.
Overall, the three-day auction, held Sept. 23-25, recorded sales of nearly $23 million, Barrett-Jackson said on Monday.
After the Bugatti Veyron, the highest bid at the auction was $412,500 for a 2009 Mercedes McLaren SLR roadster.

The rest of the top 10 sellers were:
-- 2010 limited-edition UFC Chevrolet Camaro, $350,000
-- 2011 Chevrolet Camaro convertible, $205,000
-- 1957 Cadillac Eldorado convertible, $165,000
-- 1981 Chevrolet Corvette coupe and a 1981 Chevrolet Corvette coupe (last one built in St. Louis and first one built in Bowling Green, Ky.), $150,000
-- 1958 Chevrolet Corvette convertible, $137,500
-- 1963 Chevrolet Impala custom two-door sport coupe, $137,500
-- 1957 Chevrolet Corvette convertible, $134,200.

Ford sales rise 40 percent, Chrysler up 61 percent as industry rebounds

Ford Motor Co. posted a 40 percent increase in U.S. sales last month and Chrysler Group soared 61 percent as the industry showed signs of rebounding from an August slump.

General Motors Co. said its sales rose 11 percent from September 2009 levels, when inventories were depleted after the U.S. cash for clunkers incentives. Among Asian automakers, Toyota Motor rose 17 percent, American Honda advanced 26 percent, Nissan North America gained 34 percent and Hyundai-Kia jumped 44 percent.
Of the first 14 companies to report, only one--Suzuki--recorded a decline last month. The results support projections that September's totals may be among the strongest so far this year.
“It's a solid month, another step in a stable, somewhat painful recovery,” said analyst Jesse Toprak of TrueCar.com. “We're still missing a catalyst to boost the selling rate past 12 million, but this may be a healthier way to recover.”

September sales were projected to reach a seasonally adjusted annual rate of 11.7 million vehicles, according to nine analysts' estimates compiled by Bloomberg.
August sales had fallen 21 percent--the year's only drop--as the industry fought comparisons to a year-earlier month that was boosted by the clunkers program.
Similarly, last month's performance was aided by comparison to September 2009, after clunkers drained sales as well as vehicle stocks. It was the third-weakest month in the weakest auto market in nearly three decades.
“It's a bit deceptive because last September was so poor after the cash-for-clunkers program ended,” said Gerald Meyers, a professor at the University of Michigan Business School and a former chief of American Motors Corp. “It seems as if auto sales in the U.S. have bottomed out and are headed up from here.”

23 out of 24
Ford increase was the automaker's highest monthly percentage increase since February's 43 percent gain. Sales boss Ken Czubay said September would mark Ford's 23rd increase in U.S. market share in the past 24 months.
September's increase lifted GM sales through nine months to 6 percent above year-earlier levels. It was the eighth monthly gain for GM so far this year, following a 25 percent August decline.
Among GM's four surviving brands, GMC led the increase with a 42 percent gain. The automaker said Buick rose 36 percent, Chevrolet was up 18.5 percent and Cadillac advanced 11 percent.
The September gain helped GM transition from holdover 2010 models to new 2011 vehicles, said GM's Johnson.
“Our plan is working,” he said in a statement. “With key products like our heavy-duty pickups, Buick Regal and the Cadillac CTS Coupe launching now, and expanded capacity for the Chevrolet Equinox and GMC Terrain hitting dealer lots, we're ready to run.”

Slow return
Chrysler said its sales increased to 100,077. Deliveries of its namesake brand rose 92 percent, helped by the Town & Country minivan and Sebring sedan. The Dodge brand increased 71 percent, Jeep climbed 65 percent, and Ram gained 22 percent.
“Chrysler is benefitting from stable gas prices and the highly visible launch of the redesigned Grand Cherokee,” Ivan Drury, an analyst for Edmunds.com. “As long as consumers are not worried about high fuel costs Chrysler should be able to maintain a decent sales pace, since 71 percent of Chrysler sales are trucks.”
The Thomson Reuters/University of Michigan final index of consumer sentiment fell to 68.2 last month from 68.9 in August. The drop was smaller than analysts estimated, evidence that the largest part of the economy may be stabilizing.
“We believe the economic recovery in the second half will be slower than the first half,” GM's Johnson said. “We do expect modest employment growth. Consumers are starting to spend, albeit cautiously.”
Nissan sold 74,205 Nissan and Infiniti vehicles. Car deliveries expanded 36 percent, led by a 65 percent jump for Altima sedans.
“This year has been a bit of a rollercoaster ride,” said Al Castignetti, vice president of U.S. sales. Sales should keep improving for the rest of 2010, particularly as light-truck demand remains strong, he said.
Automakers decreased sales incentives and discounts by an average of 2 percent from last year, which may have kept sales from gaining more, according to TrueCar.
Ford was the only U.S. automaker to raise incentive spending, TrueCar said. Ford's average discounts rose 7.4 percent from last year to $2,797 per vehicle, while Chrysler decreased incentive spending by 23 percent to $3,787 and GM cut incentives by 11 percent to $3,403.
Honda's incentive spending rose 68 percent to an average of $2,166, according to TrueCar. Toyota boosted discounts by 38 percent to $1,870, and Nissan increased them 10 percent to $2,980.
September had 25 selling days, the same as a year earlier.

Chevrolet sets base price for the 2011 Camaro convertible at $30,000

The price of the 2011 Chevrolet Camaro convertible when it hits showroom floors in February will be $30,000, including an $850 destination charge, General Motors said on Thursday.
The price is about $2,000 more than a similarly equipped Ford Mustang convertible.
The Camaro convertible will be available in the same trim levels as the coupe version. Power will come from either a 312-hp, 3.6-liter V6 or a 426-hp, 6.2-liter V8. A six-speed manual will be standard with a six-speed automatic optional.

The sticker price is a far cry from what one buyer paid last week at the Barrett-Jackson auction in Las Vegas to own Camaro convertible No. 2--the princely sum of $205,000.
The Camaro convertible is set to debut at the Los Angeles auto show on Nov. 17.

BMW to market new small-car line in U.S.

BMW AG's new front-wheel drive family of cars will be sold in the United States but the question is whether the U.S. market is ready to accept vehicles smaller than the 1-series coupe, said Ian Robertson, BMW AG board member for sales and marketing.
The new class is being called UKL-an abbreviation for lower compact class cars sold in Germany.
“It will be a relatively big segment because we have several body styles,” Robertson said in an interview Thursday at the Paris auto show.

He didn't disclose what body styles BMW is developing but confirmed the vehicles will have a four-cylinder engine in the United States at launch. The new family of small cars is expected to be introduced in the next few years--before the launch of BMW's megacity electric car due 2013, he said.
According to media reports, BMW is planning at least three variants.
Robertson expects significant volume from the small car lineup, with sales of 100,000 vehicles worldwide a year, he said.
Robertson is convinced BMW can continue to command premium pricing on the front-wheel drive vehicles.
“No one has said to me the Mini isn't great to drive,” Robertson said, referring to the BMW-owned British brand which is also front-wheel drive.

2011 Aston Martin DB9 Volante, an AW Flash Drive

What is it?
This is the latest version of Aston's DB9 drop-top, and it's the best yet. The changes are minimal but highly significant new infinitely variable Bilstein dampers, plus some minor cosmetic changes to signify the new model year. The car will run from 0 to 60 mph in 4.6 seconds and hit a top speed of 190 mph.
What's it like to drive?
Like a sporty but comfortable luxury 2+2. And that's not the description you could apply to the original 2004 Volante. The secrets to this turnaround are the computer-controlled shocks and the computer control map programmed by Aston's engineers. With these on board, the DB9's chassis now breathes as it flows cross-country at high speed, making for highly rewarding and rapid progress. Body control is strong but the chassis is supple. The steering feedback is precise. To crank up the feedback levels, a sport-chassis button firms up the ride further.
Changes made for the 2010 model year are a major help. Since last year, the Volante has gained 20 hp, along with a stiffer cross-car beam and a stiffening panel under the front subframe. These beef up the structure and allow the new shocks to fully exploit the more solid underpinnings.
Do I want it?
The new DB9 Volante steps up the appeal to enthusiast drivers with a beautifully poised and balanced chassis. Maybe it can't do the hard-top/open-top thing that the Ferrari California can, but the Aston's folding mohair roof is elegant and lightweight. This new soft-top DB9 is a desirable car, indeed.

2011 Ford Edge, an AW Flash Drive

What is it?
The 2011 Edge is Ford's substantially updated midsize crossover with a revamped engine lineup, suspension tuning and styling both inside and out.
At launch, two new V6 engine options will be offered. For SE, SEL and Limited versions, a new 3.5-liter V6 with twin independent variable cam timing with 285 hp (up from 265 hp) provides power. While previous Sport models worked with the same engine as the rest of the Edge lineup, for 2011, they receive their own specific 3.7-liter V6 pumping out 305 hp.
Both engines are bolted to a six-speed automatic transmission, with SEL, Limited and Sport models boasting an auto-manual SelectShift function. While the SEL and Limited use a button on the center console shifter for gear changing, the Sport gets steering-wheel-mounted paddles.
Sometime next year, the Edge will also be available with a 2.0-liter turbocharged I4 engine option with Ford claiming at least a 10 percent fuel-economy improvement when pitted against comparable V6 offerings.
Chassis improvements come via a new suspension with high-flow piston shock absorbers allowing for greater tuning ability. Revised spring rates, antiroll bars and underbody bracing (previously only included on the Sport) have also been addressed to help give the Edge flatter cornering performance.
However, the biggest performance improvement by far comes with a redesigned brake system, with new brake booster, revised pedal ratio, larger rear rotors and upgrade pad material.
Visually, the Edge receives are more imposing grille, new front sheetmetal, wheel designs and a heavily restyled interior. The swoopy dashboard features a waterfall center stack and is built from higher-quality materials. Touch-sense controls for climate and entertainment functions are new, replacing traditional buttons. Standard on Limited and Sport models is the first North American application of the Sync-driven MyFord Touch interface with a Sony-designed center control panel.
How does it drive?
At the first turn of the wheel, you'll notice the satisfying weight of the padded steering wheel and quick response for a crossover. Then, when you get going, the nicely damped ride and well-isolated cabin give a sense of refinement not often found in vehicles of this class. If you pay close attention and have the radio off, you will pick up a slight bit of tire noise.
The Edge remains nearly flat through fast corners while also being compliant to absorb impacts from small ruts. Thrust from the 3.5-liter V6 in our SEL tester is acceptable considering it was moving two tons of mass. The automatic transmission performs smooth and fairly quick shifts. We played with the auto-manual mode a little, which actually was respectably responsive.
However, the award for best improvement in the 2011 Edge goes to the drastically improved brakes. The previous Edge suffered from a notoriously soft and mushy brake pedal, but that has been fixed in the updated car. Now, pedal response is almost instant with a firm and confident brake-pedal feel.
We briefly experienced the new Sport as well and again were impressed with the suspension tuning that was able provide a comfortable and quiet ride with the standard 22-inch wheels. Ford openly acknowledges that the previous Sport model veered on the harsh side for ride quality, but the new shocks have enabled engineers enough adjustability to smooth out the ride on the low-profile rubber.
As for the MyFord Touch system, it worked fairly well with its increased library of commands but still at times could not understand us when we tried to change radio stations.
Do I want it?
Since the Edge first hit the market in 2006, it has remained the sales leader in the rapidly growing and increasingly competitive midsize-crossover segment. The 2011 updates should only help solidify Ford's standings at the top of the class with the Edge and continue to have the competition playing catch-up.
The big improvements in the interior and drive dynamics are noteworthy. For the technology geeks, the MyFord Touch interface will surely entice with all the in-car connection options for news, stocks, weather reports and gasoline prices.
If you're looking for a midsize crossover, the 2011 Edge is hard to beat.
2011 Ford Edge
On Sale: Now
Base Price: $27,995
Drivetrain: 3.5-liter, 285-hp, 253-lb-ft, V6; FWD, six-speed automatic
Curb Weight: 4,082 lb
0-60 mph: 7.0 sec (est)
Fuel Economy (EPA): 22 mpg

2011 Kia Sorento SX, an AW Flash Drive

What is it?
Kia lightly dresses up the Sorento with a top-shelf SX trim. The package gets leather-trimmed seats, voice-activated navigation and a backup camera. It also adds a chrome-finish roof rail and unique gauge cluster. A panoramic sunroof is available as an option. Kia engineers also lowered the ride height 10 millimeters for improved handling and a better center of gravity.
Dual-flow dampers were added to further cushion the ride, though they will be given to the other trims later in the year. The package launched in August, joining the rest of the redone 2011 Sorento lineup.
How does it drive?
It's a solid SUV with form and function. The wrappings on the SX trim are nice, and the 276-hp V6 found across the line is reasonably powerful in all circumstances. The six-speed automatic channels power adeptly. Passing is little trouble, but expect to use a healthy amount of rpm to do it. The chassis is mostly compliant, and the Sorento maintains its bearings in turns and curves. The steering has decent response and weight and nimbly directs this people hauler. The backup camera is clear, and the seats are comfortable, even when sitting for extended periods.
The interior is fairly well isolated, with just a bit of wind and road noise seeping in at times. It's a nice expressway cruiser and offers a slightly raised road view. The panoramic sunroof lets in plenty of air or a nice breeze, depending on your preference. The second row offers a lot of room; the third row is OK for an average-size male, but for someone even slightly tall or large, it would be a bit tight. With the back row of seats folded, there's substantial space for cargo.
Do I want it?
It's a trim level. So depending on what options you want, sure. The price is reasonable considering the utility potential of some luxury-level goodies. The Sorento is a solid people hauler. The SX trim makes sense for Kia. And if you like a few extra dressings, it might make sense for your driveway.

2011 Kia Optima, an AW Flash Drive

What is it?
This is the third generation of Kia's midsize sedan that carries the South Korean company's ambitious goals of increased market share and greater cache among enthusiasts. It will launch with a four-cylinder engine making 200 hp, paired with either a six-speed automatic or manual transmission. A turbo four pumping out 274 hp will join later this year, followed by Kia's first U.S. hybrid in early 2011.
The 2011 model features dramatic new styling with a sweeping chrome arch, Kia's Tiger front grille design and a choice of four wheel sets, including two 18-inch options. It uses a MacPherson suspension in front and a multilink configuration in the rear. The interior is upgraded with leather and attractive stitching. The Optima is longer, lower and wider than its predecessor and looks more aggressive in appearance and stance.
How does it drive?
Quite fast. We did a brief test drive on the course at Road Atlanta. Great way to test a midsize car, no? And the Optima has a bit of get up in base four-banger guise. The revs are strong though a bit loud during aggressive acceleration, and the engine brings this family car up to speed quickly. The transmission offers smooth shifts, and the brakes have a nice feel with proficient bite after a little pedal travel.
The steering is light at first, in line with other cars in the class, but offers satisfying response further into maneuvers. The Optima responds well in turns and when pushed. If it can handle Road Atlanta, your local expressway should be a breeze. The interior is fairly quiet and comfortable, and there's plenty of legroom and headroom front and rear. Plus, you get a big trunk. The body is composed and sharp.
Do I want it?
Yes. The new Optima gives Kia more credibility in the ultracompetitive midsize segment than it's ever had. This car has the potential to do for Kia what the new Sonata has done for Hyundai--land it on the radars of mainstream car buyers. The Optima is not the best in the segment, but it's an impressive execution that will impress many.

Chrome, Horsepower and Hemis, Cadillac Escalade tops most ripped-off list

Just when it seems as if all we are hearing about are Chevrolet Volts and Nissan Leafs (Leaves?), turns out thieves still love their performance cars and monstrous SUVs and trucks.
The Cadillac Escalade remains the most stolen car in the United States, according to the Highway Loss Data Institute. The 'Sclade was followed by the Ford F250 pickup, the Infiniti G37, the Hemi Dodge Charger (not the V6 though!) and the Chevrolet Corvette Z06.
The least stolen? About as you'd guess: Volvo's S80 sedan had the lowest average loss, followed by cars that thieves seemingly find dull, including the Saturn Vue, the Nissan Murano and the Honda Pilot.
Kim Hazelbaker, the institute's senior vice president, said fuel sippers aren't on the hot list. She said crooks want chrome, horsepower and Hemis.
The institute's report looks at three years of theft data with model years 2007 to 2009 covered by the latest. Rankings are by average claim paid per 1,000 vehicles insured.
The Escalade has been the most ripped-off vehicle for six of the past seven reports.
Cadillac told USA Today that it's working to make the Escalade more theft-resistant with an engine immobilizer and a steering-wheel lock with a computer chip in the key fob. For 2011, the Escalade is getting laminated glass in the side windows that is tougher to smash.
Meanwhile, Volvo told the newspaper that the S80 is worth stealing; it's just that Volvo has made it hard to do so by including a key fob that can have only one of millions of codes needed to fire it up.

Ford completes sale of Volvo to China's Geely

Ford said today it has completed the sale of Volvo Cars to Zhejiang Geely Holding Group for $1.8 billion.
Divesting Volvo completes Ford CEO Alan Mulally's strategy of exiting European luxury brands to focus on the core Ford brand, following the U.S. carmaker's 2007 sale of Aston Martin, and of Jaguar and Land Rover to India's Tata Motors Ltd. in 2008.
Ford paid $6.5 billion for Volvo in 1999.
“Volvo is an excellent brand with a strong product line, and it has returned to profits after a successful restructuring. We are confident Volvo has a solid future under Geely's ownership,” Mulally said in a statement.
He added: “At the same time, the sale of Volvo will allow us to sharpen our focus on the Ford brand around the world and continue to deliver on our One Ford plan serving our customers with the very best cars and trucks in the world.”
Ford said agreements between Ford and Geely will allow both Volvo and Ford to establish "the proper use of each other's intellectual property."
The company said it will continue to cooperate with Volvo in several areas to ensure a smooth transition, but has not retained any ownership in the Volvo business. Ford will continue to supply Volvo with powertrains, stampings and other vehicle components.
The automaker will also provide engineering support, information technology, access to tooling for common components, and other selected services for a transition period.
VW's Jacoby to head Volvo
Geely said that Stefan Jacoby, CEO of Volkswagen Group of America, will be the new CEO of Volvo Cars.
Stephen Odell, current Volvo CEO, is returning to Ford as chairman and CEO of Ford of Europe. Stuart Rowley, Volvo's finance head, is also returning to Ford as chief financial officer of Ford's European unit.
“Volvo is a proud company with a talented and dedicated team of employees,” Odell said in a statement. “I am especially pleased that with Ford's continued investment in recent years, Volvo is well positioned for the future with an exciting range of products that remain true to its core values – safety, quality, environmental responsibility and modern Scandinavian design.”
Jacoby said: "I am honored to join a company with the prestige and growth potential of Volvo. Our employees, suppliers, dealers - and above all our customers - can be confident that Volvo will preserve its special status as the industry leader in vehicle safety and innovation - even as it pursues new market opportunities."
Booming auto sales in China made the nation the largest auto market last year, generating profit that's allowing its manufacturers to reach out to Western markets and technologies.
Geely's plan for Volvo includes using the Swedish nameplate to produce luxury brands in China, while maintaining its operations in Europe to supply the international market.
Geely, which only started making cars in 1986, faces a challenge to restore Volvo to long-term profits.
Volvo Cars posted revenue of $12.4 billion in 2009 by selling 334,000 cars, but it recorded a pre-tax loss of $653 million.
The last time Volvo made an annual profit was in 2005, when it posted a pretax profit of $377 million. It has been profitable the first two quarters of this year, posting a pretax profit of $53 million in the second quarter, compared with a $237 million loss in the same period a year earlier.
“Geely is not necessarily stepping into a clear-sailing situation; the challenges aren't over for Volvo,” said Rebecca Lindland, an auto analyst for IHS Automotive based in Lexington, Massachusetts. “The Chinese business culture is very different than the Swedish business culture. A lot of this will depend on how they interact.”
But, despite China's dismal record at overseas M&A, Geely may be better equipped for success due to its experience working with foreign partners, including its acquisition of Australian gearbox maker Drivetrain Systems International and its tie-up with British cab maker Manganese Bronze, IHS Automotive analyst John Zeng told Reuters.
"Geely is not a beginner in global M&A like many people think," he said. "In China, Geely has established itself as a mass market carmaker, the acquisition of Volvo provides an opportunity to bring it to the next level."
Geely Chairman Li Shufu, who got his start in refrigerator parts and motorcycles and has since been dubbed China's Henry Ford, has already been named chairman of Volvo.
Chinese cities vie for Volvo plant
Geely's plans would see its new Volvo China plant nearly double its annual global production, with an aim to sell 150,000 Volvo cars in China annually by 2015.
Volvo builds its S40 and S80L models for the Chinese market at a factory co-owned by Ford and Chongqing Changan Automobile Co. Volvo will be able to use this plant even after Geely's takeover, but a number of Chinese cities, including Beijing, Shanghai and Chengdu, are courting Geely for a new Volvo manufacturing site, but no decision has been made so far.
Geely has said it is prepared to pump up to $900 million in capital into Volvo on top of the $1.8 billion it is paying Ford for the carmaker.
Volvo sold 191,832 cars in the first half, a 20 percent increase from a year earlier. In China, Volvo's fourth-biggest market, deliveries surged 88 percent to 15,497 cars in the period, helped by last year's introduction of the S80L, a longer version of the S80 that's sold only in that market.

Updated 2011 Nissan Rogue debuts this weekend

The 2011 Nissan Rogue will debut Saturday at the 23rd International Z Car Convention in Nashville, Tenn.
The Rogue is updated inside and out. New touches include front fascia and grille, new front and rear spoilers and different side-door molding accents. It also gets tire deflectors and a chrome license plate finisher.
It's topped off with a new Krom package for the Rogue S. That gets 18-inch alloys, and a new under-body cover.
For power, Nissan sticks with its 2.5-liter, 170-hp four cylinder and a continuously variable transmission.
Fuel mileage has been slightly increased for 2010. The front-wheel drive models will get an extra mpg on the highway and the all-wheel-drive gets one more in the city.
The Rogue will be available at dealers August 13.

Nissan offers an early look at the redesigned Quest minivan

While Honda and Toyota have been bragging about their new minivans over the past few months, Nissan would like you to remember that there's a new Quest on the way.
So the company has released a few photos of the 2011 Quest, which is based on the Elgrand van sold in Japan.
The full reveal for the new Quest, which carries the internal designation R42H, comes at the Los Angeles auto show in December. But we know that Nissan will widen the platform by about five inches for the U.S. market, which will also diminish the tall-skinny look of the Elgrand. Nissan's 3.7-liter V6 will be under the hood.
The photos show a rich-looking interior that we expect will be fitted to the top-line model. And note the chrome trim that surrounds the greenhouse around the entire van.

Tesla Roadster 2.5 breaks cover

Perhaps feeling a bit of chutzpah after a wildly successful stock offering this week, Tesla is demonstrating on Thursday that it still has an eye toward product, revealing the updated Tesla Roadster. And it's available for order now.
Called the Roadster 2.5, the car features minor enhancements, including a new front fascia with different diffuser vents (the change is actually apparent) and new rear diffuser. There also are silver or black forged wheels, new seats said to be more comfortable with better bolsters and more lumbar support, plus a power-control software to manage output in hot weather.
The interior is reinforced with an improved sound-reduction materials and an optional seven-inch nav system. Some of the upgrades will be available to existing Roadster owners as upgrades.
Pictures of the Roadster 2.5 were revealed on Thursday morning, and the car will bow again this evening at Tesla's newest stores in Newport Beach, Calif., and Copenhagen, Denmark.
Tesla CEO Elon Musk said the Roadster remains a priority for his company, even though Model S is consuming much of its resources.
"These improvements are a direct result of customer feedback and come only a year after release of Roadster 2.0, showing an exceptionally rapid pace of innovation,” he said in a statement.

A 1960 Ford Thunderbird goes stainless

“Don’t tell me you’re going to sell our car!”
He was 30 years old, maybe. He emerged from the mill with the shift change, clearly dismayed to find us loading his employer’s prize showpiece--an all-stainless 1960 Ford Thunderbird--into a closed trailer. We reassured him that we were merely borrowing the ’Bird for a temporary museum exhibit. He relaxed visibly, hearing that his car would be coming back.
“Stainless” is a steel containing more than 10 percent chromium. Auto pioneer Elwood Haynes developed and patented the corrosion-resistant material in 1915-19 (sources vary), although similar alloys appeared in Europe a few years earlier. Allegheny Steel of Pittsburgh promoted the new metal, and by 1930, it was supplying bright stainless trim for the Ford Model A. In 1931, Ford built three Model A sedans with all-stainless sheetmetal, one of which was delivered to Allegheny and used in the steelmaker’s advertising.
Allegheny then approached Ford in fall 1935 with an order for six all-stainless two-door sedans. Assembled as 1936 models, they were used into the 1940s by Allegheny executives in the New York, Chicago, Cleveland, St. Louis, Philadelphia and Detroit district offices. At least four of the cars survive.
Twice more, Allegheny (which became Allegheny Ludlum in 1938 after merging with Ludlum Steel of Watervliet, N.Y.) teamed with Dearborn to produce stainless steel cars. Two Thunderbirds rolled off the Wixom assembly line on July 11, 1960, with bodywork formed from T302 stainless. (The Budd Co., Ford’s regular supplier for T-Bird bodies, did the stamping.) Bumpers and grilles also were stainless, and underneath, these cars pioneered T409 stainless mufflers and T304 exhaust pipes. Both retain their original exhaust systems today, after 50 years and more than 100,000 miles each.
The final collaboration came in 1966, on three all-stainless Lincoln Continental convertibles. Two later got 1967 grilles.
Our test drive in one of the Thunderbirds was brief, given its seven-digit appraisal, but long enough to determine that it drives pretty much as any other from the 1958-60 flock. And that’s not bad. The “Squarebird” was no sports car, but neither was it as detached from the driving experience as T-Birds would become in the 1960s. The first four-seaters blended big-car power and smoothness with the handy responsiveness of a compact.
Today, ATI Allegheny Ludlum owns one stainless ’36 Ford, this Thunderbird and two of the Continentals. The T-Bird and one of the Lincolns can be seen at the Antique Automobile Museum in Hershey, Pa., through September.

Japan-market Subaru Legacy tS takes STI to a new place

Subaru Tecnica International has added an extra niche--dubbed tS--to its array of specially tuned models, and the first example out of the garage is the STI Legacy tS. STI will produce just 600 of the Japan-only models, and some 200 are already reserved.
The new tS branding, which stands for "tuned by STI," fills the space between stock Subaru models and the full-fledged S- and R-branded vehicles STI usually creates. Like everything from STI, the tS modifications are intended to give a tangible performance edge.
On the Legacy, stiffer Bilstein shocks mated to lower and firmer STI springs inject greater road feel and precision into both steering and handling, and the big Legacy comes alive through the corners. The front strut tower brace deserves special mention--it features a flexible center joint that makes the front more rigid through the corners but allows some give on turn-in. The result is evident in a more direct response from the steering and much better resistance to understeer, allowing the driver to carry more speed more efficiently into the corner.
Special STI wheels, fitted with slightly wider Bridgestone tires, give a more aggressive look to the exterior, which wears special STI parts such as the front lip spoiler and the roof spoiler (or a trunk spoiler for the sedan).
Engine output remains the same, but the 282-hp, turbocharged 2.5-liter flat-four now sings through a performance STI exhaust system.
For many drivers, the tS will provide all they need in a lightly tuned version of the Legacy, although true enthusiasts will wait for the fire-breathing S model.
2010 Subaru Legacy tS

On Sale: Now in Japan (limited to 600)
Base Price: $44,800 (B4 sedan), $46,550 (Touring wagon)
Powertrain: 2.5-liter, 282-hp, 258-lb-ft H4; AWD, six-speed manual or five-speed automatic
Curb weight: 3,322 lb
0-60 mph: 5.5 sec (est)
Fuel economy: N/A

2011 Bentley Continental Supersports, an AW Flash Drive

This October, Bentley will roll out the fastest open-air car it has ever produced, the 2011 Continental Supersports convertible. The soft-top version builds on the Continental Supersports coupe formula, stuffing the same massive 621-hp twin-turbocharged W12 engine underhood to propel the 5,279-pound car to 60 mph in just 3.9 seconds.
That's a tick off the coupe, which manages the same in a spectacular 3.7 seconds, but when basking in a glorious open-air experience, what's a couple of tenths? Bentley also says the convertible will reach a top speed of 202 mph, 2 mph shy of the coupe's top end.
As with the Supersports coupe, the convertible's extra output required additional air flow to the intercoolers and radiators, resulting in larger air intakes carved into its face. A pair of vents notched into the hood allows that air to pass through the cooling system and out again, while adding to the car's aggressive, sporty look.
That aggressive styling theme continues out back with the car's wider stance, the rear track stretched an additional two inches and wrapped in giant flared fenders, and a ride height lowered 0.4 inch.
Typical brightwork touches, such as the grille and hood vents, are finished instead a smoke-black, matching the headlight and taillight bezels and adding to the car's serious attitude.
The all-wheel-drive four-seater uses the same folding soft top as the GTC, but through a combination of weight-saving measures knocks off almost 200 pounds compared with the Bentley's "lesser" Continental convertible. The seats--molded carbon-fiber shells dressed in leather and Alcantara--shave 90 pounds off the curb weight, while the high-performance carbon-ceramic vented and cross-drilled brakes and 20-inch forged alloy wheels save another 66 pounds combined. A greater use of aluminum in the chassis and additional carbon-fiber interior trim contribute another 42 pounds in sa
How's it drive?
Spectacularly.
OK, perhaps a bit more elucidation is necessary. The Continental Supersports convertible is fast, screaming fast, but with a rear-biased, all-wheel-drive system that sends 60 percent of the engine torque to the rears, it's easy to put the power down wherever you need it. It just grips like mad, its 275/35-ZR-20 Pirelli Ultra High Performance tires hanging on like crazy even when blasting around tight mountain passes. Combined with the car's advanced electronic-stability program and all four wheels under power, it's possible to let the rear end dance a bit, but it never felt close to getting away from the driver, even when pushed at close to full song on a rapid succession of switchbacks.
Bentley also makes accessing the ZF six-speed transmission and working it yourself a cinch with a pair of steering-wheel-mounted paddles. While we found their positioning a little awkward--they're placed a bit too far and high from our fingers for a perfect reach--snapping off a succession of downshifts feels as quick as we've experienced with any automatic.
The Supersports convertible is also flex-fuel capable, and on our recent drive, Bentley's handlers topped off our tanks with E85 at roughly the halfway point of a four-hour loop. Unaware of their sleight of hand, we sensed no change whatever in output. In fact, the little exercise was a demonstration of the effectiveness of the car's on-board fuel-quality sensor, which constantly monitors the car's fuel mixture to maintain full power delivery whether running on full gasoline or less.
Our major quibble with driving the Bentley is with the seats themselves. While beautifully styled with contrast stitching, and nicely bolstered to keep the driver planted even while aggressively maneuvering the car, the seat bottoms and backs feel especially hard and flat. A couple hours behind the wheel found our backsides completely fatigued, almost numb.
Do I want one?
The Continental Supersports convertible represents a serious entry in its segment, and we wouldn't be surprised to see it cross-shopped with offerings from the likes of Ferrari and Maserati. Its super exclusivity might even make it more attractive to such buyers. Bentley says the United States will get maybe "a couple of cars per dealer" when it begins showing up this October. With just 40 dealers in its U.S. network, it's easy to assume we will see fewer than 100 copies make it stateside.
Stickers start at $282,995, including destination. Tacking on another $3,700 in gas-guzzler taxes brings the price of admission to $286,695, or roughly $14,000 more than the Supersports coupe, which comes standard without a back seat. Rear passengers in the convertible will find, if not plenty, then enough room to sit fairly comfortably even with the front seats positioned for average to tall drivers.
Are four full seats--and all that sunshine--rationale enough to opt for the Supersports convertible? Or better, is the extra oomph enough to justify shelling out nearly $80,000 more than for a Continental GTC? We're not necessarily convinced, but for the serious Bentley fan, what price exclusivity?

The original red dream turns 100: Alfa Romeo celebrates its centenary

It hasn't been sold in the United States for the better part of two decades. Its last Grand Prix victory was in the early 1950s. The reliability of some of its cars can be charitably defined as iffy. But it has a history second to none.
Today, Italian automaker Alfa Romeo celebrates its 100th anniversary. The original red dream began on June 24, 1910, and festivities to mark the occasion will stretch through the weekend in Milano.
So what is it about Alfa that conjures up such magic and memories? Alfa is a microcosm of why enthusiasts like cars. It doesn't have to be rational. It's fun and it's elusive, exciting and invigorating. And it's simply about the automobile. Money and maintenance aren't part of the discussion.
Alfisti know most of this, but here's a short version of some memorable moments in the history of the brand.
The company was founded in 1910, and the first car to wear the famous badge was the 24 HP. The name, originally A.L.F.A., stands for Anonima Lombarda Fabbrica Automobili (which means Lombard Automobile Factory, Public Company). A.L.F.A. was bought by Neapolitan engineer and businessman Nicola Romeo in 1915, and the Alfa Romeo moniker was born.
The company truly found its legs in the 1920s and '30s, as the age of the automobile grew rapidly around the world. The 8C 2300 from the early '30s took the world by storm with its supercharged eight-cylinder inline engine, and 8Cs remain a favorite at summer concours.
An Alfa won Targa Florio in 1923, helping to launch the long racing lineage of Italian cars. The brand counts 10 victories at Targa--second only to Porsche--and Alfa won the Mille Miglia a record 11 times. Overshadowed by the unparalleled racing history of a company it helped begat--Ferrari--Alfa does, in fact, count two world championships in Grand Prix racing. Despite withdrawing from Formula One in the 1950s, its two titles equal Renault and Mercedes. Antonio Ascari, the father of Ferrari champion Alberto Ascari, and Enzo Ferrari drove for Alfa.
Twice the company mobilized to support Italian efforts in world wars and its factories were converted for wartime production. Alfa plants were bombed during World War II.
As Italy rebuilt, the company emerged for a golden age in the 1950s and '60s with the Guiletta and then the Giulia. The marque was cemented in pop culture when Dustin Hoffman famously drove a spider in the 1967 classic The Graduate. Over the years, Alfa also collaborated extensively with Milanese body maker Zagato and design house Pininfarina, themselves both icons of Italian carmaking.
Despite Hollywood magic, Alfa would ultimately struggle in the United States, and it withdrew in 1995 amid declining sales and reliability questions. The most memorable Alfas endure for their sexy sheetmetal and driving dynamics, though the company was never a threat to Detroit's Big Three.
Fiat bought Alfa in 1986. Its recent history has been decidedly less glamorous, but there have been highlights and signs of life. Car fans did get a (high-priced) taste of Alfa again, when the 8C Competizione made it to U.S. shores in coupe and spider forms. But it was extremely limited; just 50 coupes and 35 open-tops arrived. The MiTo was revealed in 2008, and just this winter, the new Giulietta broke cover at the Geneva motor show, offering fans the tantalizing potential for more.
With this as a foundation, Alfa followers are left to ponder what lies ahead.
As the Fiat conglomerate now stewards Chrysler, Alfa is poised to return to U.S. shores in the next few years, using the parent company's resources as a touchstone. With its present more secure than ever, perhaps Alfisti can look to the future with a ray--illuminated in red--of hope.

Toyota recalls up to 17,000 Lexus HS 250h models for fuel leak risk

Toyota Motor Corp. plans to recall 17,000 Lexus HS 250h vehicles from model year 2010 after discovering excess fuel leakage during government rear-impact crash tests.
It is the latest safety setback for the world's largest automaker.
Toyota discovered the fuel leakage while striking the vehicle from the rear at about 50 mph during annual federal safety tests. The fuel leakage, which exceeds allowable federal limits, can lead to fires, the National Highway Traffic Safety Administration said in a posting on its Web site.
The automaker has not identified a remedy for the problem, nor has it determined when the safety recall will begin, the NHTSA posting said.
During development of the 2010 Lexus HS hybrid, the company conducted similar tests and found no fuel leakage problems, Toyota said.
“Lexus is currently working to identify the reason for the different test results and the cause of this noncompliance,” the company said in a statement. Lexus dealers have also suspended sales of the model.
Toyota has recalled 10.6 million vehicles world-wide since November, company spokesman Brian Lyons has said.
The recalls cover more than a half-dozen separate safety issues, including sudden acceleration, braking, and steering.

Volkswagen Passat

On the road price: £18,350 - £34,375
For : Strong diesel engine range, good fuel economy, pliant ride, handling, build quality
Against : One-year recovery deal, expensive options, rear legroom, servicing costs

The Passat is stylish and good to drive, with top build quality and an excellent diesel range. It's a strong contender in the large family car market, successfully bridging the gap between mainstream and upmarket models.
Driving:The Passat is not a particularly entertaining car to drive, but it's capable and comfortable. The suspension set-up gives an excellent ride and makes it comfortable on long journeys. Models with 'sport' suspension (lowered by 15mm, larger wheels) trade some of this comfort to improve the handling; they offer impressive body control and fine, composed handling, though the standard car is capable, too. Most Passats are sold with one of VW's TDI diesel engines - 1.9-litre or 2.0-litre in 138bhp or 168bhp guise - and while they're not the quietest or most linear units around, with rather jerky power delivery, they're effortless on motorways and provide impressive acceleration. A sophisticated edge is provided by the electronic handbrake, as fitted to the Phaeton luxury car.
Marketplace:On paper, the sixth-generation Passat range seems a traditional mix of saloon and estate models. But you couldn't describe it as old-fashioned, and the looks are a case in point. It appears more upmarket than every sector rival, and thanks to cues such as the chrome grille and circular LED rear lights taken from the firm's flagship Phaeton saloon, it's both stylish and distinctive. This upmarket appearance is reflected in the Passat's marketing; it's seen as a rival to lower-end BMW 3-Series and Audi A4s, and distanced from more mainstream competition such as the Ford mondeo and Vauxhall Vectra.
Owning:The airy cabin has excellent fit and finish, with the textured plastics and silver centre console giving a quality feel. The driving position is excellent, with plenty of seat and steering adjustment, and the seats themselves are comfortable and well-bolstered - ideal for long motorway trips. Storage is good, with deep door pockets and a useful central bin. Access to this is made easier by the absence of a traditional handbrake - instead, the Passat has an electric version. Although this can take some getting used to, it gives the VW a sophisticated edge. An 'Auto Hold' option is also available, which automatically applies the handbrake when you come to a stop on a hill and then releases it as you pull away. Variable intervals mean that although the Passat is expensive to service, divers can potentially travel for 30,000 miles or two years between check-ups. Diesel fuel economy is superb, but although the Passat's retained values are OK compared to mainstream rivals, they're still not brilliant. A surprise for a VW, though the estate does perform better than the saloon.

Citroen DS3

Styling/imageDesigners at Citroen have ignored the retro-route taken by the MINI, VW Beetle and Fiat 500. As a result, the DS3’s bold shapes, creases and curves certainly make it stand out from the crowd. Buyers can pick from DSign, DStyle and DSport trim levels, with the latter two models benefiting from alloy wheels and eye-catching LED daytime running lights. As with the MINI there’s plenty of scope for personalisation. Owners can colour code the roof, wheels and door mirrors, as well as add decals and extra chrome trim. Interior/PracticalityDecent build quality and classy detailing mark out the DS3’s cabin. The dashboard is carried over from the firm’s C3 supermini, which means you get eye-catching dials and a logical layout. Buyers can colour co-ordinate the dash, gearlever and key fob with the exterior paint finish. The newcomer steals a march on the MINI thanks to its five-seat layout – the British car can only accommodate four occupants. Opening the tailgate reveals a useful 285-litre load bay.Engine/PerformanceThree petrol engines are available, all co-developed with BMW and also used in the MINI. Entry–level models get the 93bhp 1.4-litre, while further up the range is a 1.6-litre unit in either 118bhp normally aspirated or 148bhp turbocharged tune. As you’d expect from Citroen there’s a line-up of punchy and refined diesel units – an 88bhp 1.4-litre and 108bhp 1.6-litre. The most powerful petrol and oil-burning powerplants get a slick shifting six-speed gearbox.Driving experienceAll versions of the DS3 get a sports suspension set-up, but it can’t rival the MINI for driving thrills. Body control is good and grip is strong, meaning the DS3 feels poised and agile. However, the direct steering lacks weight and feedback, while the five-speed gearbox has a slack and vague action. A supple ride and low noise levels make the Citroen a relaxing long distance cruiser.Ownership costsNot only does the DS3 undercut the MINI on price, but it’s also much better equipped. All versions get air-conditioning, cruise control and a trip computer. Citroen is also offering a three-years inclusive servicing package for £199. The range-topping 1.6-litre turbo emits 155g/km of CO2, while the fuel efficient 1.4 HDi diesel returns a claimed 74.3mpg at the pumps. However, don’t expect the French car to match the MINI’s excellent residuals when it comes time to trade-in.Safety/EnvironmentThe DS3 has already earned a five-star EuroNCAP rating, making it one of the safest models in the class. All trim levels get six airbags and electronic stability control as standard. Eco-friendly motorists will be drawn to the 1.4-litre diesel version, which emits only 99g/km of C02. Bosses claim that the newcomer’s green credentials will be further boosted when stop-start technology arrives late in 2010.

Subaru Impreza Cosworth

Cosworth is back! More than thirteen years since it graced the Escort RS Cosworth, the famous badge returns – but not on the rump of a Ford this time. In a new partnership, Cosworth has teamed up with Subaru to create the fastest, most fearsome Impreza ever seen in the UK.
Based on the standard WRX STi and officially known as the CS400, the newcomer, of which only 75 will be built, has been highly tuned by the Northampton firm. The 2.5-litre flat four gains new pistons, conrods, bearings, head gasket, oil pump and a much larger turbo while there are fresh springs and dampers, a 15mm lower ride height at the front, a wider rear track and new brakes.
Cosworth’s aim is to create the ultimate road-going Impreza – not a track day machine. So although the revisions make it sharper to drive, comfort and refinement are still important.
This is clear inside – the stripped-out approach of many track specials is shunned. Instead there’s glossy piano black trim, seats with bigger bolsters and high equipment levels. The trouble is the changes fail to disguise a cabin that falls short in terms of design and quality. The exterior tweaks are more subtle, confined mainly to new 18-inch alloys, Cosworth badging and matt paint.
But if it doesn’t look like a £50,000 car does it drive like one? We tested a pre-production prototype to find out. And initial impressions are good. The flat four fires up with a characterful burble and the gearshift is tight and mechanical. The ride is firm around town, but at higher speeds it’s composed, giving exceptional body control. Confidence is dented by steering that doesn’t have enough feel and is too loose around the straightahead, but once into a corner the power and four-wheel drive grip allow you to carry plenty of speed through.
Provided the engine is on boost. Getting this much power from the flat four can’t have been easy, even for a firm that builds F1 engines for Williams and Lotus. The downsides are little torque below 3,500rpm and considerable turbo lag. Drive round these problems and the CS400 comes alive, a savage metallic hiss accompanying fearsome acceleration. If you love the way the standard WRX drives, this one will blow you away – just don’t forget there are other ways to spend £50,000.

Audi A1 driven

As small as a MINI, as well built as an A4 - meet the new small Audi that's got a huge job to do convincing premium car drivers that good things really can come in the smallest packages.


And there's no doubt that when it comes to quality and kerbside appeal the A1 has got off to the best possible start. 


Order books for the eagerly anticipated supermini opened last month - and announced that the car would cost from £13,145 – around £400 more than the similarly-powered MINI One.


Three engines are on offer, two petrol and one diesel, including 86bhp 1.2 and 122bhp 1.4-litre TFSI petrol engines, plus a 105bhp 1.6-litre TDI diesel.
A seven-speed twin-clutch S-tronic transmission is available solely on the 1.4 at an additional cost of £1,420 and doubles as a rich man’s automatic.


Three trim levels will be available from the outset with the basic SE trim costing £13,145 in 1.2 petrol form and £14,180 in 1.6 diesel form.
Start/stop and regenerative braking technology will be standard on all models in the range.

We are testing the 1.4-litre TSI engined car, a flagship model which is tipped to be a big seller.


In terms of design, the car doesn’t aim up at the sheer cheek of the MINI, but works hard to convince you that it’s a fully fledged member of the Audi family, rather than a stand-alone baby car.
There is the typically Audi grille, a steeply sloping c-pillar and a hatch that looks like a 60 percent copy of the one on the Q5.
It gets daytime running lights similar to the ones in the new A8, too, and they even have a front-facing camera that detects oncoming cars at night and automatically switches between high and low beam.
Oh, and there is also Competition Aerodynamics pack (for a car that will never see competition) and there is the ubiquitous S-Line package at the top of the range.

If there has been widespread customer criticism of the quality of the plastic material on the current MINI, look no further than the A1 if you want to know how well it can be done...

There’s a long, curved instrument panel that gives the impression of being impossibly wide for a car this size, four round vents that can be coloured as you wish and a pop-up 6.5-inch MMI screen for everything from navigation to the audio system.
There is a pair of cupholders, coin holders and a general cubby hole, plus healthy door pockets and an unusually useful glovebox, too. The seats look a bit flashier than they do on any other Audi, and rear legroom is useful for children and, on short trips, adults.
They’ve given the luggage space more thought than MINI, too, because there are fold-down curry hooks on both sidewalls, an elastic holding strap on one side, a perfectly flat floor and four tie-down hooks. And it’s much bigger when you fold down the rear seats.


Where Audi has filled the A1 with the signature interior quality you’d expect, they haven’t quite given it the chirpy character of the MINI and, in terms of its performance, this car is clearly after the One, not the Cooper S.Even with the direct-injection, turbo-charged 1.4-litre petrol engine sitting across the front axle, the A1 isn’t going to scream off into the distance in a haze of tyre smoke.

Instead, it’s going to be strong and flexible in any gear, at any time. The 1.4-litre engine has 120bhp, so it’s no weakling at high revs, but its real strength is between 1500rpm and 4000, where all of its 200Nm of torque is available for heavy lifting all of the time.That it gets from 0 to 62mph in 8.9 seconds is really only half of the story, because the rest is about its flexibility, which is very helpful around town.It’s a smooth engine, too, and has a cranky little rort to it on full throttle blasts, with the exhaust note getting deeper as it pulls past 4000rpm and then yelling in enthusiasm right up high. But it’s never intrusive and, when it’s mated to the optional seven-speed DSG (or whatever Audi’s calling it these days), it’s pretty slick, too.There’s good fuel economy as well, with Audi claiming 5.2 litres/100km, or 52.3mpg, and that number is helped by the stop-start system that isn’t as smooth on takeoff as it probably should be, but that’s about it for driveline grizzles.There is a smaller, 1.2-litre turbo petrol motor if you want to spend less up front, and a pair of 1.6-litre turbo-diesels, with economy under 70mpg, if you want to spend less over the car’s lifetime.Ride quality is a big issue around the cities and the A1 is surprisingly supple – at least in its standard form. Its handling is clean and neat, rather than the edgy sharpness of the MINI family, but its ride quality easily surpasses the British car.
But the big question remains... Should you buy one over a MINI? Don't miss our forthcoming test, which will offer the question once and for all.
For now though, while we love the A1's grown up feel, it's comparative lack focus on sportyness is the single question mark.
While we love the looks, the practicality, the refinement and the grown up feel, a decent injection of driver appeal would transform the car.

Mercedes SLS AMG Black Edition by Kicherer

Kicherer has unveiled a new styling and performance package for the Mercedes SLS AMG.
Dubbed the Black Edition, the car features a matte foil-wrapped exterior, a front spoiler lip, a revised rear diffuser, and 20-inch RS-1 wheels. Other goodies include an adjustable sports suspension (with a lift feature), matte black exterior accents (instead of chrome), and a Kicherer badge on the hood.
In terms of performance, the SLS is outfitted with revised ECU and a stainless steel sport exhaust system. Thanks to these modifications, the 6.3-liter (6208cc) V8 produces 620 hp (629 PS / 462 kW) instead of 563 hp (571 PS / 420 kW).