Review: 2011 Mitsubishi Outlander Sport SE AWC

Mitsubishi has a problem with its current lineup. Unless you're looking for a Lancer, your options are limited to the Galant mid-size sedan and the Endeavor and Outlander crossovers. Right now, the Galant is contemplating seppuku and the Endeavor hasn't been fully redesigned since it first went on sale back in 2003. The Outlander, however, has something positive to offer. It seats up to seven passengers (in a pinch), has been named an Insurance Institute for Highway Safety Top Safety Pick, and tops out at 28 miles per gallon on the highway.

Mitsubishi knows having just two competitive vehicles to choose from isn't enough to compete in an industry eager to fill every niche, and the company appears focused on evolving the two lone bright spots in its lineup. The Lancer has spawned many variants, the latest being the Lancer Sportback, a fun-to-drive wagon that doesn't step on the toes of the top-trim Lancer Evolution. The Outlander, meanwhile, recently gave its name to the smaller 2011 Mitsubishi Outlander Sport, a five-passenger crossover looking to make its mark in a currently crowded segment.

If the 2011 Mitsubishi Outlander Sport had a favorite song, it would be Sister Sledge's "We Are Family." There's no mistaking this CUV for anything other than a product from the diamond-star family. The gaping mouth and muscular haunches leave no doubt that the Outlander Sport got the "good genes" after a night of passion between a Lancer Evo and the larger Outlander. And despite sharing the name "Outlander" with its larger three-row brother, the Outlander Sport is its own vehicle, a compact crossover different in size, shape and demeanor.

Up front, for instance, a jet-fighter nose kicks off an aggressive forward-leaning stance. Sharply cut headlights dig into the face of the Outlander Sport while the roof line pulls tightly rearward along the 169.1-inch long body. That length is almost 15 inches shorter than the larger Outlander, despite the two crossovers sharing the exact same wheelbase and almost the same width. Like a Beverly Hills housewife with a face-lift, this look has to be done correctly or things can quickly turn into a cat-faced disaster. Fortunately, Mitsubishi's corporate face survived the transplant with nary a scar to show for it. A set of 10-spoke 18-inch alloy wheels wearing Goodyear Eagle 225 55R/18 rubber shoes also sit neatly below the ever-so-slightly bulging fenders. These larger wheels come standard on our SE tester, while 16-inchers are standard running gear for the lower-trim ES.

Inside, the Outlander Sport prefers muted tones, with dark plastic and black cloth the only interior color choices available. Fortunately, the controls are laid out in a simple manner, and we appreciate the climate controls relying on three traditional dials instead of being relegated only to touch-screen control. That screen is left to handle audio and navigation, which it does rather well being responsive to the touch with crips graphics. Pop into Reverse and you'll also get a nice view of what's going on behind the Outlander Sport thanks to the back-up camera that's bundled with the $2,000 nav system.

Unfortunately, laying down two grand for navigation also forces you to opt for the $1,800 Premium package that adds a panoramic glass roof, LED interior mood lighting, a Rockford-Fosgate sound system, Sirius satellite radio and an in-dash six-disc CD changer. All told, you're on the hook for almost $4,000 worth of options if you want the Outlander Sport to tell you where to go.

Sound from the optional Rockford-Fosgate audio system is pushed out to your ears courtesy of nine-speakers, a 10-inch subwoofer in the rear cargo area and 710 watts. Surprisingly balanced, this particular sound system has lost the overbearing bass that used to be a hallmark of Rockford-Fosgate systems.

If you plan on listening to your iPod, Mitsubishi also includes a connector that lets you control the device from the touch-screen or steering wheel-mounted controls. Annoyingly, however, the stereo takes about a minute to recognize the mp3 player each time you turn off the car, and once it does, playback starts from the first song on the unit. It's like teaching your dog to sit, and every time you turn around the pooch forgets where his butt goes. In a word: frustrating.

What's not frustrating is the level of supportive comfort provided by the front seats. Headroom is also a non-issue and visibility is great regardless of where you're looking. The cabin is relatively simple, aside from the touch-screen, but it works in the Outlander Sport's favor.

If you go for a base two-wheel-drive ES model, the Outlander Sport starts at just $19,275. Our all-wheel-drive SE model starts at $22,995 (plus $780 in destination charges), and thanks to a few of those aforementioned fixings reaches $28,570. The Outlander Sport AWD SE's base price, however, is below that of the Honda CR-V EX-L ($26,645), Hyundai Tucson Limited ($26,345) and Kia Sportage EX ($24,795). Equipped like this Outlander Sport, the Kia and the Hyundai are just a few dollar bills away from $30,000 and the Honda climbs past by a Benjamin. So paying over $28,000 for this compact crossover becomes a little more palatable when compared to more expensive competition, and it's made even more so once you raise the hood.

Pull the lever and prop up the sheet metal and you'll see a familiar 4B11 face smiling back at you. Used throughout the Mitsubishi lineup, this 2.0-liter inline four-cylinder engine produces 148 horsepower at 6,000 rpm and 145 pound-feet of torque at 4,200 rpm. That may not sound like much oomph to propel the all-wheel-drive Outlander Sport, but at just 3,263 pounds, it feels quicker than it should be.

The Outlander Sport isn't fast by any means, but the four-cylinder engine gets the job done while returning 24 miles per gallon around town and 29 mpg on the highway. Two-wheel-drive models do even better at 25 city/31 highway. By contrast, the 2011 Honda CR-V, Hyundai Tucson and Kia Sportage are 240, 103 and 92 pounds heavier, respectively. Each vehicle also produces more horsepower (32 hp for the Honda and 28 hp for the Kia/Hyundai) and torque (16 lb-ft for the Honda and 23 lb-ft for the Kia/Hyundai) yet return slightly worse fuel economy (21/27 for the Honda and 21/28 for the Kia/Hyundai).

It's not just the weight that helps the Mitsubishi Outlander Sport in the fuel-economy equation. Connected to that 2.0-liter engine is a Continuously Variable Transmission, or CVT, which can be manually "shifted" via a pair of steering wheel-mounted paddles. CVTs are notoriously buzzy contraptions, and the one employed in the Outlander Sport is no exception. Truth be told, the engine and transmission combination would be rather dull without those flippers for manually controlling the fun.

The Outlander Sport does have a few tricks up its sleeve besides being able to fake a gear shift. It handles surprisingly well for what's essentially a high-riding, tall-roof wagon. The brakes are quite responsive once you push past the first inch of light pedal travel, but over bumps, the tight Lancer-like suspension reveals some flaws in the Noise Vibration and Harshness department. There was some chatter inside the cabin of our test vehicle and, when rolled down a bit, the windows produced a slight rattle. We could chalk up the window rattle to press-car jitters, but the cabin chatter is probably there to stay.

Those problems aren't enough, however, to make us forget the sporty handling, accommodating interior and competitive pricing of the 2011 Mitsubishi Outlander Sport SE AWC. Will it become Mitsubishi's third bright spot behind the Lancer and Outlander? The company is crowing that 1,290 units of the Outlander Sport were sold last month. That's peanuts compared to the Honda CR-V, which sold over 19,000 units, but does represent nearly a fifth of the entire brand's sales. That's remarkable for a model only a few months old, and tells us that Mitsubishi is giving buyers exactly what they want.

Fisker to use lighter dedicated range-extending engines in future, possibly three-cylinder

A very recent conversation with people who would know of such things revealed that Fisker Automotive firmly intends to use a lighter weight dedicated three- or four-cylinder inline engine in the next generation of Fisker cars after the range of Karma variants and Delaware-built Project Nina models have all been launched.

So, rather than the 255-horsepower four-cylinder "LNF" 2.0-liter turbocharged GM Ecotec engine in the current Karma that weighs around 360 pounds, next-gen Fiskers will carry instead 200- to 250-pound turbocharged three-cylinder engines to create more than adequate energy to feed the lithium-ion battery pack.

One clear candidate drawing a lot of client attention is the Lotus Engineering 1.2-liter three-cylinder range-extending engine to be produced in Spain with Fagor Ederlan Group. The chief advantage to a dedicated extender engine is the lower weight versus a normal series four-cylinder pulled from the parts bin. This lightening will automatically add range to any electric vehicle.

2012 Buick LaCrosse dropping trim levels, V6 available as no-cost option

In addition to having eAssist added to its four-cylinder powertrain, the 2012 Buick LaCrosse is undergoing a few other changes. We aren't talking about styling or content tweaks – instead, General Motors is revising its packaging strategy for the LaCrosse. Buick will be ditching the CX, CXL and CXS trim level designations and simply offer large option packages that encompass all of the available amenities.

For 2012, the 2.4-liter Ecotec engine with eAssist technology will be offered as the "standard" powertrain. We recently had some very limited drive time with an eAssist-equipped LaCrosse (stay tuned for our full impressions), and found the four-cylinder with 182 horsepower and 172 pound-feet of torque to be pleasantly adequate and its highway rating of 37 miles per gallon downright remarkable. eAssist-equipped cars will look no different than other LaCrosses, save the addition of model-specific 17-inch wheels on efficiency-optimized tires and other fuel-saving upgrades not visible from outside the car.

The General's 280-horsepower direct-injected 3.6-liter V6 will still be made available, complete with the new HiPer Strut front suspension that helps keep torque steer to a minimum, but buyers can now select it as a no-cost option, and also opt for all-wheel drive.

Final pricing information has not been released, but Buick tells us that the entry level LaCrosse will start around $30,000. Currently, the LaCrosse has a base MSRP of $26,995, which suggests the addition of eAssist and its associated fuel-saving parts isn't cheap. What Buick has effectively done is ditched the "base" LaCrosse model and left two identically priced models for buyers to choose from: one focused on exceptional fuel economy and the other on power.

Production on the 2012 LaCrosse will start this summer with the first round of cars hitting dealerships this Fall.

First Test: 2011 Nissan Murano CrossCabriolet

"Oh, boy," testing director Kim Reynolds said upon seeing it.

"It looks like some weird mechanical mutant," a friend mentioned.

"There's something oddly charming about the CrossCabriolet," noted senior editor Jonny Lieberman. "Nissan might just be onto something here..."

This multifaceted, range-topping Murano is an attention-getter devised to fill a void you never knew existed, and that marketers hope to successfully tap.

Wait, this thing occupies a segment with actual buyers?

Nissan believes it does. CrossCabriolet customers will likely call California, Texas, and Florida home; be predominantly female, well-educated, and 40 to 45 years old; and make roughly $125,000 annually. They'll need that money because losing a metal top adds $7220 to the Murano LE AWD's base price, making the CrossCabriolet the most expensive trim in the lineup.

Product gurus also foresee strong sales in the Northeast and Midwest,where convertible owners might cherish sunshine more than their Southern counterparts do. When inclement weather forces tops shut for months at a time, a luxurious crossover with 12.3 cubic feet of cargo room should be useful, Nissan hopes. Some 800-plus buyers want one already, and more than 5000 people have requested information. Quirkiness is becoming more attractive to a growing consumer population. Color us amazed.

Although it could come across as a left-field sort of project, the CrossCabriolet is nothing of the sort. Designers at Nissan's Atsugi center first toyed with the study in 2006. But it wasn't until Renault-Nissan CEO Carlos Ghosn saw primitive sketches that it became something real. (Industry rumors persist that it was Ghosn's wife who showed a keen interest in the model's production.)

With the green light ablaze, the engineers heavily modified their existing D-platform. Ahead of the raked A-pillar resides a 3.5-liter VQ35DE V-6 making 265 horsepower and 248 pound-feet of torque. It's mated to an Xtronic CVT and returns an EPA rated 17 mpg city/22 mpg highway. An independent front-strut, multilink rear suspension underpins the CrossCabriolet as it does in other Muranos, which means the ride remains well-controlled. It also employs an Intuitive All-Wheel Drive system for traction in a variety of settings.

2012 BMW ActiveE plugs into Geneva

While the new i sub-brand is getting all the buzz, BMW has just pulled the wraps off the 2012 ActiveE.

Essentially an evolution of the MINI E, the ActiveE is based on the 1-Series coupe and features a unique appearance with modified fascias, a power dome hood, "circuit-inspired graphics," and lightweight 16-inch alloy wheels with low-rolling resistance tires.

Inside, the cabin boasts Dakota leather upholstery, Alpine White trim, and a new eDrive display which shows battery related information. Furthermore, iPhone owners can download a BMW ConnectedDrive app which allows them to remotely precondition the battery, check charging status, and lock / unlock the vehicle's doors.

The ActiveE is motivated by a 32 kWh lithium-ion battery which sends power to an electric motor that develops 170 PS (125 kW / 168 PS) and 250 Nm (184 lb-ft) of torque. This enables the car to accelerate from 0-100 km/h in nine seconds, hit a limited top speed of 145 km/h (90 mph), and travel approximately 160 km (100 miles) on a single charge. When the battery is depleted, it can be fully-recharged in 16 to 20 hours with a standard household outlet (110 V/ 16 A) or four to five hours with a rapid charger (240 V/ 32 A).

Over 1,000 ActiveEs will be built and they will be available for lease in select cities in Europe, China, and the United States.

Source: BMW

Renault announces dirt cheap price for all-electric Twizy, just $9,700* U.S.

It's not like Renault is really fighting anyone for the ultra-quirky, two-seat urban electric vehicle market, but if anyone wants to undercut the Twizy on price, it'll be tough. That's because Renault's design chief, Laurens Van Den Acker, said at the Geneva Motor Show today that the Twizy (pictured above at last year's Paris show) will start at just €6,990 (that's only $9,700 U.S. at today's exchange rate). Of course, at that price, you still need to lease the battery, but Renault is charging just €45 ($62) a month for that privilege. That doesn't include the cost of electricity, but it's also less than most cell phone bills. Think about that for a minute.

The Twizy will go on sale in Europe later this year, and we'll keep watching for more detailed information. If Nissan is having problems building the $32,780 Leaf fast enough now, how will Renault manage to get a much cheaper Twizy to all the people who want one?


[Source: Renault-Nissan]

2012 Lamborghini Aventador LP700-4: In Depth

Before the Geneva Motor Show press conference on Tuesday, Lamborghini let us in on a private Bologna-area photography studio so that we could get our own sex-machine shots of their raging new V12 firestarter, the 691-horsepower Aventador LP700-4.

First off, we're glad they didn't call it 'Jota' as some were peas-and-carroting about because it's just a silly and unpronounceable name. It probably belonged to some wimpy minor league bull, too. Only one true Jota was ever built in 1970, and it was a just an amped-up and flared Miura (we prefer not to think about the mid-90s Diablo anniversary upgrade kits).

"Aventador" was, according to the best detective work we can muster, a bull whose career peaked in 1993 in the town of Saragozza, Spain, when he and the torero had a particularly spirited encounter prior to ol' Aventador's inevitable skewering. This particular beastie belonged to the breeding stables of the sons of Don Celestino Cuadri Vides and, for unknown reasons surely banal, he bore the number 32 singed on his hide. And now he gets the strongest Lamborghini ever built named after him. And about damned time! The British were getting tired of mispronouncing "Murcièlago" over the past ten years and now they have a new proper name to mutilate.


This name-guessing game is one of the best things Lamborghini has going for its mystique value. Another thing that comes close is what the new colors of the car's paint palette will be labeled. The model we've shot here is the actual Geneva showstand Aventador, and its all-new scene-stealing hue is Arancio Argos – Argos Orange – named after the deep-colored oranges grown around the ancient southern Greek town of Argos, a chief rival of the mighty killing machines over in Sparta.

Today, Lamborghini is just hoping to go Ferrari-, Pagani-, and Bugatti-hunting, so no killing of all the male inhabitants or anything is foreseen.

Lamborghini Aventador LP700-4 profile side viewLamborghini Aventador LP700-4 rear view with scissor doors openLamborghini Aventador LP700-4 front end nose

At this point, the bosses at Lamborghini know they'll never stop hearing the "Audighini" or "LambAudi" comments, but don't say it to their faces on this go-round. The Aventador is, according to creditable head of R&D Maurizio Reggiani, as close to 100-percent-new as it gets versus the outgoing Murcièlago LP-640. The three-section chassis, cabin structure, V12 engine, transmission, suspension bits, all-wheel-drive module – you name it, it's all new to the company "apart from some carryover Murcièlago nuts and bolts," adds Reggiani.

Internally known as model "LB834," the Aventador's one-piece passenger cell is made entirely of a new-generation reinforced carbon fiber formulated with help from Boeing Aerospace, and it weighs in at just 324 pounds, while the whole naked chassis including aluminum front and rear crash structures weighs just 505 lbs. Overall bending and twisting stiffness is said to be double that ever experienced with the Murcièlago. Every carbon fiber cell is created in a just-completed facility at Lambo HQ in Sant'Agata Bolognese, and between 700 and 800 units per year is the ultimate goal once the full-rhythm build starts after the August summer holidays when Italy traditionally shuts down. The best year for the Murc was 2007, when 613 were delivered worldwide.

The new 691-hp (SAE), 6.5-litre V12 engine out back – called "L539" in Lambo-speak – is a massive 40 lbs. lighter than the Murcièlago engine, sits 2.8 inches lower in the chassis, is nine percent more powerful, and produces upwards of 20 percent better fuel efficiency in the hands of the right driver (for a whopping 13.7 mpg average). Dry weight of an Aventador is now just 3,472 lbs. compared to the Murcièlago's 3,671 lbs., a healthy five percent reduction in a class segment where weight loss is a crucial and constant challenge. Weight distribution is a predictable 43 percent front and 57 rear.

So, the Aventador's all-important pound-per-horsepower reading is just 5.02 lbs. versus the Murcièlago at 5.81 lbs. To beat these super-exotic numbers in the big rear-engine club, you'd have to shell out at least $1.3 million for either a Bugatti Veyron or Pagani C9 Huayra. As it stands, the Aventador LP700-4 is estimated to come in at around $370k.

Thanks to a three-inch-lower dry-sump pan under the motor and the choice not to go with direct injection as on the Gallardo V10 engine for now (it's sequential multi-point), the exterior look and stance were allowed to remain as gorgeous as they are. Comparing bore and stroke between Murcièlago and Aventador, the former reads a rather square 88mm x 89mm (3.47in x 3.50in) while the new motor gets bored – literally – now reading 95mm x 76.4mm (3.74in x 3.00in). Engineer Reggiani is a big believer in short-stroke cylinders since the ability to get lots of torque cranking down low in the rev range improves greatly. "With this car, I can take off from a stop in fifth gear and 1,000 rpm, no problem," says the man with the R&D plan. Just, please, don't try this at home.

Whereas the Murcièlago was honestly not allowed to be a totally new Lamborghini in its design (like the cash-cow Gallardo was, albeit heavily borrowed from Audi) due to lack of resources at the start of Audi ownership in mid-1998, the Aventador design reflects a dramatic effort on Lamborghini's part over the past three years to create a true 21st-century halo car, something the Murcièlago never achieved.

The overall shape takes the aerodynamic curved profile of either a Diablo or Countach a less pimp-y step further, and is heavily influenced by the edges seen on the 2008 limited-edition Reventón. The rear face and tail profile especially take hints from the Estoque four-door concept seen at the 2008 Paris Motor Show. Overall height is identical between the incoming and outgoing V12 car, while the length of the Aventador versus the Murc grows by some 6.7 in. and width is reduced by 1.1 in. To go with the added length, wheelbase grows as well by 1.4 in. The desire is clearly to have less of a boxy door-stop shape in favor of one that will slip through the air to threaten speed records. The only visibly moveable aerodynamic bit now is the rear wing, which reaches a maximum downforce-inducing angle of 11 degrees. The gaping side intakes open or close automatically, and here there is nothing like the origami shoulder appliqué air flaps used on the Murc.

Lamborghini Aventador LP700-4 interiorLamborghini Aventador LP700-4 seatsLamborghini Aventador LP700-4 gaugesLamborghini Aventador LP700-4 center console

Our time spent sitting in the finally un-camouflaged new supersport reveals a distinct leap ahead in aesthetics, with far more character and fewer borrowed (and cheaper) surfaces than before. All controls are distinctly more easily accessible and understandable, while the digital bright instrument readouts are in keeping with the retina-defibrillating show. And there is at last an electric handbrake. Throttle-engine response, Servotronic steering force, rear differential slip degree, and gearshift timings are altered by pressing one of the three buttons by our right hand: Strada, Sport or Corsa.

And what would a V12 Lamborghini be without scissor doors? As ever, there is only the slightest compromise for any sports car lover while entering or exiting the Aventador. In fact, if it had standard doors then nobody would buy the thing.

Speaking with Lamborghini executives, it is clear that they want their 12-cylinder to bust out of the big shadow thrown by Gallardo and brashly take on all Ferraris and any other 12- or 16-cylinder exotics at every quantifiable and subjective level. The Gallardo will finally eat a little humble pie and assume its proper spot as the firm's higher-volume number-two "people's car."

To make this clear, the current estimated acceleration time for Aventador to 60 mph is 2.8 seconds (i.e. 2.9 to 100 km/h) when dallying in the fields of Launch Control. The engine howls with all power on tap now up to 8,250 rpm, and there's much more flexibility in the mid-revs with almost all of the 509 pound-feet of torque available from 5,000 rpm and more going on also at the lowest revs. The new seven-speed ISR ("Independent Shifting Rods") Graziano single-clutch gearbox is said to polish off shifts in Corsa mode in just 50 milliseconds while weighing half as much as the old E-gear Audi R-tronic-like dual-clutch system. And for the first time on a Lamborghini, the suspension is pulled right out of Formula-car thinking with its sophisticated inboard pushrod spring and damper setup. Top speed realized so far, so they tell us, has gone beyond the stated 217 mph max.

As the cream on top, the new all-wheel-drive system is a Haldex IV setup in keeping with the latest-generation units with greater rear-end bias. The Aventador-specific wheels – 19-inch front and 20-inch rear – are amazing eye-snatchers, and big (15.74-inch up front) ceramic stop-you-like-a-wall brake discs are standard. The treads are Pirelli P Zero and get sized out at 255/35 front and 335/30 rear. No manual transmission will be offered, but there is a welcome limited-slip differential. To keep your Aventador from chipping expensive front teeth, there remains a hydraulic lift for garage entry and school-zone speed bumps that raises things 1.6 inches.

After a disastrous 2009 and still tough 2010, Lamborghini is right back on track and up to the tricks we expect. Having planned and executed everything for the show-stealing Aventador LP700-4 in-house, this V12 arrow is finally and properly determined to account for the updated Lamborghini pride and image lead among prospective customers. Of the five design concepts for the car from various VW Group studios that made it to 1:1 scale, Filippo Perini and his team at the Sant'Agata Centro Stile won out. A year after the hardtop launches, the "LB835" Roadster version will arrive – hopefully with a less Lincoln Logs-difficult manual roof mechanism than the contraption on the Murcièlago Roadster.

U.S. deliveries begin toward the end of October, and we promise to bring you a first production-quality Aventador drive in May. The wait is going to be excruciating. No bull.

Seat IBX Concept officially revealed ahead of Geneva debut

Volkswagen-owned SEAT, has introduced their latest SUV concept at a Geneva pre-show event. The SEAT IBX is a small, three-door SUV that could add some much needed versatility to the Spanish brand.

The small SUV draws inspiration from the 2006 Tribu concept, as well as the current SEAT Ibiza. As such, it may provide some clues as to the look and feel of either the next Ibiza facelift, or the fifth-generation of the supermini. The fourth generation model was released for the 2008 model year, and is due to be refreshed in the next year or two, with the Mk5 expected a few years later.

The vehicle's sculpting includes a window layout very similar to the Ibiza five-door and the Leon Mk2, with a front that has a similar, but more aggressive look than the car. Sculpting along the side panels, side sills, and rear panels is also comparable. As an SUV the IBX features a higher ride height than the brand's current lineup.

If popular with the Geneva crowd, it would not be a surprise to see the IBX advance towards the production stage. Making matters more difficult is Volkswagen's competitive foothold in the compact SUV vehicle class, which will make it rather challenging to release the IBX without eating into sales of the Volkswagen Tiguan, the upcoming Audi Q3 and the 2014 Porsche Cajun.

Though none of these are expected to be released as three-door models, it is a wonder if the IBX can survive the research and development phase, and if it would hit showrooms with two more doors.

Source: SEAT

Lamborghini Aventador LP700-4 officially revealed - pricing announced

The Lamborghini Aventador LP700-4 has been revealed at a Geneva pre-show event.

It's matter of looking now as we already now all there is to know about the car and its impressive construction.

The LP700-4 features a curb weight of just 1575 kg (3,472 pounds) due to its carbon fiber-reinforced polymer (CFRP) monocoque structure which tips the scales at only 147.5 kilograms (324.5 lbs). The whole body-in-white weighs but 229.5 kilograms (505 lbs).

Power comes from a 6.5 liter V12 with an ouput of 700 PS (690 bhp / 515 kW) and 690 Nm (509 lb-ft) of torque. Gearbox is a 7-speed independent shift rod transmission (with dual synchronizers) supplied by Graziano Trasmissioni Group with 50 millisecond shift times. The LP700-4 Aventador also features a Haldex all-wheel drive system.

All those mechanics are good for a 0 to 100 km/h sprint time of 2.9 seconds and a top speed of 350 km/h (217 mph).

Finish options will include the Arancio Argos orange paint in a pearl effect and bi-color interiors with Alcantara.

The first customers will take delivery of the new Lamborghini Aventador LP 700-4 in late summer 2011. Pricing is as follows:

UK: GBP 201.900,00 (suggested retail price taxes excluded)
Europe: € 255.000 (suggested retail price taxes excluded)
USA: 379.700 USD (suggested retail price - GGT included)
China: RMB 6.270.000,00 (suggested retail price taxes included)
Japan: YEN 39.690.000,00 (suggested retail price taxes included)

Source: Lamborghini

Volvo V60 Plug-in Hybrid detailed ahead of Geneva debut

While hypermilers debate the various advantages and drawbacks of diesels versus hybrids, Volvo is here to ask, "Why not have both?" As promised, the Swedish automaker is rolling into Geneva with what it's calling "the world's first diesel plug-in hybrid".

Packaged into the svelte V60 wagon, the diesel hybrid packs two distinct drivetrains that can operate separately or in conjunction with one another. Up front is a 2.4-liter five-cylinder turbodiesel with 215 horsepower and 324 pound-feet of torque, while a 70-horsepower electric motor with a 12-kWh lithium-ion battery pack twists the Electric Rear Axle Drive (ERAD).

At the touch of a button, the V60 hybrid can operate in Pure mode as an EV with a 32-mile range on electric power alone. In Hybrid mode, it emits less than 50 grams of carbon dioxide per kilometer with a 746-mile range, and in Power mode, the powerplant acts as a boosted torque monster with a combined output at 472 lb-ft of twist for a 6.9-second sprint to 62 miles per hour. That may not seem too quick, but for a diesel wagon schlepping around that much Duracell, it's relatively rapid.

The V60 Plug-In Hybrid is set to debut at the upcoming Geneva Motor Show, but if you want to see a brief video and delve further into the specs now, feel free to check out the full press brief after the jump.

[Source: Volvo] 

Jeep has announced plans to offer a new 3.0-liter V6 turbodiesel engine for European Grand Cherokees

While it has the same displacement as the previous Mercedes-sourced oil burner, the new engine is built by VM Motori and features MultiJet II technology. Two versions will be offered and the entry-level variant produces 190 PS (140 kW / 188 hp) and 440 Nm (324 lb-ft) of torque.

If you want something more powerful, the high-output version cranks out 241 PS (177 kW / 237 hp) and 550 Nm (406 lb-ft) of torque. It also has a combined fuel economy rating of 8.3 L/100km (28.3 mpg US) and CO2 emissions of 218 g/km.

In other news, Jeep will use the Geneva Motor Show to introduce the 70th Anniversary Edition Wrangler, Wrangler Unlimited and Compass. Both Wranglers have a unique exterior with brushed aluminum sill plates, special badging, and 18-inch aluminum wheels. Inside, the cabin is outfitted with Dark Olive seats (with perforated leather inserts), satin-chrome trim, and Berber floor mats.

Likewise, the Patriot has Dark Slate seats (with perforated leather inserts), a premium infotainment system (with GPS navigation), Berber floor mats, and 18-inch aluminum wheels.

Source: Jeep

Maserati GranCabrio Sport heads to Geneva

Maserati will be premiering the new GranCabrio Sport at the Geneva auto show on March 1st.

The GranCabrio Sport comes with a newly configured variant of the all-alloy 4.7 liter V8 power plant of the standard GranCabrio model. The new output level reaches 331 kW (450 PS / 444 bhp) and 510 Nm (376 lb-ft) of torque over the standard 440 PS (324 kW / 434 hp) while featuring a 6 percent reduction in fuel-economy. Transmission is a six-speed ZF automatic with the same MC Auto Shift software as in the Quattroporte Sport GT S and top speed is 285 km/h (177 mph).

Upgraded for the Sport edition, the Skyhook active-suspension system now gets a sportier tuning and brakes are beefed up by means of grooved and drilled dual-cast discs.

For a distinguishing look, the GranCabrio Sport gets a new black grille, front corner splitters, side skirts and a Trident with red accents. Headlights are revised for more black on white contrast.

The GranCabrio Sport gets a new color too - Rosso Trionfale (Triumphant Red).

The model goes on sale starting in the summer.

Source: Maserati

Porsche celebrates millionth Facebook fan with special 911 GT3 R Hybrid

Facebook Porsche 911 GT3 R Hybrid - Click above for high-res image gallery

Porsche is celebrating a unique social media milestone with a custom 911 GT3 R Hybrid. The company recently surpassed 1 million fans on Facebook, and to mark the occasion, designers have churned out the hybrid 911 racer with the signatures of over 27,000 Porsche fans. The vehicle is set to be on display at the Porsche Museum in Stuttgart for all to see.

The German automaker says that it chose the 911 GT3 R Hybrid for the Facebook celebration because Porsche believes that the car is the future of racing. The machine packs 480 horsepower from a 4.0-liter flat six-cylinder engine and two electric motors capable of 80 horsepower each. Unlike most hybrids, Porsche has opted to store the vehicle's energy in a flywheel accumulator that gets a boost during braking instead of a traditional battery pack. The technology recently proved itself as competition-capable during last year's 24 Hours of Nürburgring.
[Source: Porsche] 

Report: Detroit's RoboCop statue now fully funded

Despite a lack of local political support, Detroit's citizens are a big step closer to getting a RoboCop statue. According to Autoblog sister site City's Best, Motown's RoboCop statue is now fully funded thanks to a massive $25,000 donation from a mom-and-pop organization by the name of Omni Consumer Products. The company sells movie products that are brought off of the silver screen and straight to life, and it borrows its name from the evil corporation in the RoboCop world. How's that for fitting?

The OCP donation officially put the statue's fund into the green, which means that work should kick off on the project sometime soon. The despite what seems to be a massive tide of support, the statue isn't without its detractors, though.

Detroit Mayor Dave Bing has made it clear that he's against the idea of erecting a tribute to the movie icon, and previous efforts to do the same have ultimately petered out. But with someone now ready to foot the bill for the statue, it seems more likely than ever that the post-apocalyptic law enforcement figure will soon be a new city landmark.

[Source: CitysBest | Image: Orion Pictures]

Rumormill: GMC Acadia's future uncertain

2011 GMC Acadia Denali - Click above for high-res image gallery

Word on the web is that the GMC Acadia is back on the chopping block. You may recall that the big crossover found itself in dire straits once before when the entire GMC brand underwent a strategic review during the General Motors bankruptcy proceedings. After that brush with death, the decisionmakers at the company decided to give the entire brand – and by association, the Acadia – a stay of execution. Now a new report suggests that the next-generation Acadia may be scrapped to reduce product overlap within the GM dealer network.

General Motors currently produces three Lambda-based crossovers – the Chevrolet Traverse, Buick Enclave and the GMC Acadia – and the company says that it wants to keep overlap to a minimum for its Buick-GMC dealers. The next-generation Lambdas are expected in 2014 as 2015 models, but even if the Acadia gets axed, it's likely that GM will still keep a trio of models based off of the three-row platform, only with Cadillac getting the third model instead of GMC. Thanks for the tip, Ed!
[Source: GMInsideNews] 

Infiniti Etherea Concept bows ahead of Geneva debut

Infiniti has released the first few images of its new Etherea entry-level concept that's set to debut at the Geneva Motor Show in March. The automaker says that the Etherea's design "blends elements of coupe, sedan, hatchback and even crossover in one highly sculptural, near-mono volume form," though we find the end result to be a bit awkward from some angles.

There's plenty of throwback to the company's showstopping Essence concept in the Etherea's visuals, notably the wavy C-pillar design. At only 173.2 inches long, the concept is about four inches longer than a Nissan Versa hatchback, and because of this, many of the styling cues – specifically the headlamps and that rearmost pillar – seem like they would be more at home on a much larger car. Still, we'll withold judgment until we see the car in person on March 1 live in Geneva.

[Source: Infiniti]

2011 Peugeot 3008 Hybrid4 prototype spotted on the road

Here's a set of spy shots of the 2011 Peugeot 3008 Hybrid4 doing some cold weather testing.

Our spy photographers have managed to get both a shot of that new HYbrid4 badge as well as an interior shot of the hybrid system button with various drive settings.

The Peugeot 3008 Hybrid4 is expected to launch later this year and will be the first full-on diesel-hybrid vehicle in the marketplace. The HYbrid4 set-up features a 2.0 liter HDi diesel engine with 163 PS (120 kW / 161 bhp) and 300 Nm (221 lb-ft) of torque powering the front wheels working in unison with a 27 kW electric motor which provides 100 Nm (74 lb-ft) of constant torque mounted on the rear axle driving the back wheels for an effective all-wheel drive system.

That electric motor gets its current from the nickel metal hydride batteries fitted under the trunk and can produce up to 200 Nm (148 lb-ft) of torque. Total output for the 3008 Hybrid4 is 200 PS (147 kW / 197 bhp) and 500 Nm (369 lb-ft) of torque.

Fuel-economy for the 3008 Hybrid4 will be a spare 3.8 liters/100 km (74.3 mpg imp) and CO2 emissions will come in at 99 g/km.

Porsche to debut mystery hybrid model in Geneva

Porsche has announced plans to introduce a new hybrid at the Geneva Motor Show.

While the company is staying mum on specifics, the model will likely be the Panamera Hybrid. It is expected to use the same powertrain as the Cayenne S Hybrid, which means we can expect a supercharged 3.0-liter V6 with 333 hp (249 kW / 337 PS) as well as an electric motor that develops 47 hp (34 kW / 48 PS). This will likely give the car a combined output of 380 hp (283 kW / 385 PS) and 428 lb-ft (580 Nm) of torque.

More importantly, the Panamera Hybrid will be able to run on electricity alone and have an average fuel consumption of less than 9 L/100km (26.1 mpg US). If that doesn't impress you, the electric motor and gasoline engine can work together to provide additional power under hard acceleration.

The car will be unveiled on March 1st, alongside the Boxster S and 911 Black Editions.
Source: Porsche

Porsche Boxster E prototype triplets unleashed

Porsche already has the hottest hybrid on the planet with its Porsche 918 Spyder, but what about a little something that forgoes gasoline altogether? Now, it has that, too three. The iconic German automaker has just unveiled the first of the trio of the Boxster E's we had heard about last summer.

The prototype uses 240 electron-powered ponies from motors attached to front and rear axles to give it all-wheel-drive sure-footedness and the ability to go from 0 to 60 miles per hour in 5.3 seconds. It packs a 29-kWh battery pack, which should give a solid 100 miles of low-CO2 uber-mobility per charge. All of its electro-tech is said to be sourced from its Volkswagen parent.

Porsche will trial the triplets over the coming months in the Stuttgart region where they wil serve as "rolling laboratories." No plans for a retail version have been mentioned, though it remains an eventual possibility considering CEO Matthias Müller's statement at the Porsche museum ceremony that electric mobility is the company's central challenge. Check out the official (translated) press release after the break.

[Source: Porsche, Bild / The Local via All Cars Electric]

First Drive: 2012 McLaren MP4-12C

Let's see now. You've got your Ferrari 458 Italia, your Porsche 911 GT2 RS and 911 Turbo S and Lamborghini Gallardo Superleggera 570-4. After all, if we're setting the scene properly on the most important supersports car inauguration in quite some time – the 2012 McLaren MP4-12C – we should, in this first privileged go, at least be keeping our minds on sub-12-cylinder mid- and rear-engine road beasts. For now, that is. So if anyone brings up the 2012 Nissan GT-R or Dodge Viper SRT10 ACR, that'll be us snapping your back side with a wet towel at the health club. You've been warned.

Before we've dropped into the Recaro support-o-rama seats of the MP4-12C, one of the Queen's lairds of the realm announces, "Be prepared to drive the best handling sports car in history." What do you say to Sir Ron Dennis, boss of the newly formed McLaren Automotive Company (a.k.a. the MAC daddy), when he puts pressure on like that? It's like Bill Gates looking at us and asking enthusiastically, "So, don't you just love that Windows 7?" What happens if you don't?

But as luck would have it, the 2012 McLaren MP4-12C is quite possibly the best handling supersports road and weekend track car in history. Yes, this will certainly take some 'splainin', but bear with us. We're just pleased that no royal beheadings will now be called for, as Sir Ron is not renowned for his merciful treatment of dissenters.

Continue reading...


Gallery: 2012 McLaren MP4-12C: First Drive

* 2012 McLaren MP4-12C
* 2012 McLaren MP4-12C
* 2012 McLaren MP4-12C
* 2012 McLaren MP4-12C
* 2012 McLaren MP4-12C
* 2012 McLaren MP4-12C
* 2012 McLaren MP4-12C
* 2012 McLaren MP4-12C


Photos courtesy McLaren Automotive


One thing that does need explaining is the rather unconventional gallery of photos we've lined up. First, the three cars we were handed over to drive in southern Portugal were not finished cars and they were not even considered pre-production units. North American deliveries begin at the start of September 2011 following the UK/Western Europe launch in mid-May.

These three MP4-12Cs were specifically set up to be dynamics verification mules. Regardless, we didn't care, since they seemed pretty finished to us and we felt like geeked lottery winners. Trouble is, McLaren didn't want too many close details of the cabin, exterior or engine. Between this and the limited time we had to grab on to each of these three alphanumeric Brit bullet cars, we trust you'll forgive and forget this bad form. We'll make it up to you with heartfelt conformity from here out.

2012 McLaren MP4-12C front 3/4 view

The track to which we were airlifted is the fairly new 2.9-mile, 17-curve autodromo at Portimão. If we were looking for a challenging layout with a myriad of ups, downs and several blind crests, by gum, we've found it in Portugal. On this day, too, we had every type of weather from sunny dryness to unseasonably cold windy drizzle. This was as complete a test as we can remember having in a car this extreme.

So, the scene is set. But first, what do we all think of the looks of the car? Our answer could take up this entire first-encounter review. The man responsible for overseeing the McLaren MP4-12C to completion is renowned multi-national Frank Stephenson of Mini Cooper and BMW X5 fame, among others. As with any of these big moments, Stephenson and his team have heard every single "From that angle it looks like a..." comment you can come up with, so we spared them. Honestly, in our eyes, the MP4-12C looks comfortingly most influenced by the legendary McLaren F1 built from 1993 through 1998. We imagine a few mouthbreathers criticizing the design as a "total rip-off of the Ferrari 458 Italia and Lotus Evora." We take comfort in the fact that these individuals are wrong.

2012 McLaren MP4-12C front 3/4 driving view2012 McLaren MP4-12C rear 3/4 driving view

These bold lines can be polarizing, we know. Such aggression – for us the gaping twin side air intakes to the engine radiators stand out – are bound to cause both heated and cooler reactions. But, c'mon, it's mostly hot. The only other spot where we paused, folded our arms, and acted like we were pondering something we knew a lot about, was the rear fascia. Its flushness of all elements seems a bit out of rhythm with the rest of the car. Not even a slightly protruding exhaust blunderbuss. Still, it's pretty hot...

Since the default comparo with this first 21st-century McLaren with 592 horsepower aboard will, right from the start and maybe for its whole life cycle, be the 570-hp 458 Italia, we need to see how their physical dimensions differ. In length, width, height and track widths, the McLaren is anywhere from 1.1 inches (overall width) to half an inch (overall height) smaller than the Ferrari. However, the McLaren is eight tenths of an inch larger in its wheelbase. Cargo-wise, the 458 Italia is a veritable Winnebago when compared with the MP4-12C: 8.1 cubic feet compared to the Brit's 5.1, just a bit smaller than the Lotus Evora at 5.7 cubed feet.

For those of us driving Earth-bound cars, the McLaren is roughly the same length as a Dodge Nitro, impertinent though that fun fact may sound.

2012 McLaren MP4-12C front 3/4 view2012 McLaren MP4-12C wheel2012 McLaren MP4-12C rear detail

The challenge for the McLaren immediately becomes how to make the cabin not feel pinch-y and not feel short of headroom. Notice first the very skinny lower center console and tunnel with only cleanly consolidated chassis and powertrain controls, along with transmission buttons for the dual-clutch Seamless Shift Gearbox. Half of what is normally found in the middle has been split off and placed on the swooping and wide-enough outer armrests. Not only does this make human comfort normal, but it also shifts that ballast of flesh toward the center of the car, which can only benefit driving dynamics. Very clever.

The center of gravity and yaw point of the MP4-12C are both lower down than either Ferrari or Porsche can achieve currently, so something good is bound to come of this out on the autodromo. One immediate help is that there turns out to be plenty of headroom and also plenty of outward visibility in most important directions.

2012 McLaren MP4-12C interiorc

We need to check out the command center at our right hand. There are two chief clusters: "H" means Handling and it sets the suspension, steering and ESC between normal, sport and track; "P" means powertrain and has the same modes for throttle-engine mapping, gearshifts, as well as management of the intake plenum tone inside the cabin. To play around with these settings – including the "Aero" button at the center of the H cluster for fixing the air-brake rear wing at 15 degrees and the "Manual" button of the P cluster for the transmission – you always need to first poke the "Active" button right at the center of all things.

One more sign that we're dealing with a work-in-progress is that the onboard diagnostics/calibrations/sat-nav screen is frozen on a line drawing of the Portimão circuit. When our next drive happens in May, we'll be able to tell you whether it thrills or stinks.

2012 McLaren MP4-12C center console

And then we start the all-British brand's new engine, a 3.8-liter bi-turbo that sits in a sturdy aluminum cradle at our back. Being a bi-turbo, the McLaren doesn't scream or holler at us like a Ferrari or Lamborghini. Track dry and emotions gushing, we set everything in Track mode in short order, also lighting up both the Aero and Manual buttons. After a learning-permit lap, we set loose aiming for apexes and the occasional rumble strips.

What happens next is a lot like seeing the light.

There is so much about the McLaren MP4-12C that's working with the driver to make certain that he or she has a thoroughly amazing experience, its perfectly designed steering wheel moving fast, cutting left and right, braking hard and learning the throttle strategies on curve exits.

2012 McLaren MP4-12C engine

The chief bit of amazingness here is the McLaren ProActive Chassis Control. The MPCC system's adaptive dampers with hydraulic roll control perform sensational duty under the highest lateral g-forces and with no help from any anti-roll braces front or rear. In the same sense, there is no nose-dive under the most torturous braking, nor any lift while exploring launch control.

As revelatory to the seat of our pants as the dynamic tech of MPCC is the sensation of the chassis under us talking swiftly between the four corners. There's a constant feeling of grappling – very rapidly, mind you – for the asphalt, because the more the Pirelli P Zeros (19-inch front, 20-inch rear) stay on land, the faster we will certainly be going for a whole lap. It takes time to get used to, but after a while we were just using it for all it was worth. In a few curves, we actually had images of an Ariel Atom V8 flash through our head. It's that good and liberating once you're at one with it.

2012 McLaren MP4-12C driving on track2012 McLaren MP4-12C driving on track2012 McLaren MP4-12C driving on track2012 McLaren MP4-12C driving on track

A secondary player to MPCC is the rear-axle Brake Steer, a direct carryover from McLaren's deep Formula One experience. This electrically-activated torque-vectoring-like system lightly brakes the inside rear wheel on curve exits if it senses wasteful wheelspin wanting to happen. The result is that the car stays perfectly on line and faithful to the driver's steering trajectory. We were starting to impress ourselves, whereas in a 458 Italia (while massively impressive) there is always a sense that this next curve could be overcooked and rather expensive. The differences are ever so slight, but at least at first blush, the McLaren wins it outright. A normally humble chief test driver Chris Goodwin on a hot lap says to us after scorching through the very technical first sequence of curves and elevation changes at Portimão, "There's no other car that could do that section that quickly." And this, under no pressure from Lord Dennis.

Amidst all of this barreling along and exhilaration, the A-Number-1 ingredient is lightness. Talking the lightest trim of the car while it is drained of all fluids and just sitting there as a finished work, the MP4-12C weighs 2,868 pounds. The best the 458 Italia can currently do is 3,042 pounds. This particular difference is palpable since both cars share a fore/aft weight distribution of 42.5/57.5 percent. Our last Mac-Ferrari comparison: the fastest MP4-12C trim gets to 60 mph from a stop in just 3.0 seconds flat, while the 458 Italia makes it there in 3.2. Let out to 125 mph (200 km/h), the Ferrari needs near 10 seconds, while the two 21.8-psi turbos of the McLaren and with 443 pound-feet of torque cranking between 3,000 and 7,000 revs, make it there in a stunning 8.9 seconds. That's quicker than a Ferrari Enzo ever did it, leaving only the Bugatti Veyron as the Mac's only straight-line competition.

2012 McLaren MP4-12C powersliding

The SSG seven-speed is a pleasurable learning experience as well. With the hand-shifts happening through a clever (and very racy) rocker arm fixed to the steering column, up and down the gears we go. Once we got cozy with the Pre-Cog feature, we were practically creating excuses to use it a lot. It's just like an auto-focus stop on your digital camera. On upshifts especially, we were pre-cogging at around 7,000 revs, which sets up the next gear, and then taking the shift at 7,500 revs. Instantaneous is as instantaneous does, Bubba. Get the hang of it and it's not just entertaining, but you're, once again, shaving time off laps.

We want more noise from the twin exhausts, so we'd opt for the sport pipes that raise the racket. It's the price one pays for the muffling effect and lower overall rev patterns of a bi-turbo. In sport or track modes, at least, an acoustic tube runs from the intake plenum to the rear wall and that makes for great orchestrations while slicing and dicing along.

2012 McLaren MP4-12C paddle shifter2012 McLaren MP4-12C tachometer

At the heart of the chassis is an all carbon-fiber MonoCell for the entire cockpit. This piece weighs just 165 pounds and provides rigidity in all directions that current Ferrari and Porsche models cannot approach. Besides the bolt-on front and rear aluminum structures, the body is made up of a combination of aluminum and resin composites – both being cheaper to fix than any ooo-la-la carbon fiber panels. The beetle-wing cantilevered composite doors open with a caress via sensors. Yes, we said caress.

She stops, too. Standard brakes are aluminum-lead compound platters (14.6- and 13.8-inch front and rear) that had us a little worried at the outset. They worked fine, however, mainly because of the overall lightness, but also because of the quite effective Air Brake that juts up from the rear spoiler (and which, while up like that, effectively blocks all rear-view visibility). After performing its duties, it juts back down to place. We felt no fading during our mad dashes, but the cars with the optional Brembo carbon ceramics were a plus all around. Not in any weight-saving capacity, but in just plain being able to hammer the brakes at the last possible moment all day and get on with world domination.

2012 McLaren MP4-12C carbon fiber MonoCell2012 McLaren MP4-12C brakes

The list of lightening options includes: "superlight" wheels, the carbon-fiber sport seats (not yet available at launch), Pirelli P Zero Corsa tires, carbon ceramic brakes, carbon fiber splitter and diffuser and lighter sport muffler. The price on these remains TBD at the time of this writing. There are 18 total of color choices, five of these being of the optional Elite range.

It was about damn time that McLaren got into serious series car production. Only they and Ferrari have been part of every single F1 season since 1966, and now the battle royal can come to the streets, endurance races and weekend clubsport barbecues. And the MP4-12C is cheap at just $231,400 keys-in-hand before taxes and options. Bargain basement, oh, yeah.

2012 McLaren MP4-12C rear 3/4 view

Total customer-destined production this year from Woking will be just 1,000 cars, one-third of those coming to the United States' nine giddy dealers. By 2015, so they say, full capacity of 4,000 per year will be reachable, that total being split between three separate models.

Does the MP4-12C beat all comers at the Nürburgring Nordschleife, though? No times were told, but all the Woking kids grinned a lot, saying even they were blown away at the margin of advantage. World-beater then? One thing's for certain: King Dennis will not be embarassed.

2011 Peugeot 308 facelift unveiled

The Peugeot 308 facelift has been unveiled ahead of its debut at the Geneva Motor Show.

Available in April, the updated model features modified bumpers, a "floating" grille, and restyled headlights. Other goodies include a new bonnet, LED daytime driving lights, and restyled wheels which range in sizes from 16- to 18-inches.

Inside, designers focused on providing an "enhanced sense of perceived quality." To achieve this, they added improved seats, higher quality materials, and revised trim. If that doesn't impress you, options include a panoramic sunroof (sedan and estate), automatic dual-zone climate control, GPS navigation, and a JBL audio system.

Under the hood, a variety of engines will be available. On the petrol side, choices include the 98 bhp (73 kW / 99 PS) 1.4-litre VTi, the 120 bhp (89 kW / 122 PS) 1.6-litre VTi, the 156 bhp (116 kW / 158 PS) 1.6-litre THP, and the 200 bhp (149 kW / 203 PS) 1.6-litre THP. If you're a diesel fan, you get to choose from the 92 bhp (69 kW / 93 PS) 1.6-litre HDi FAP, the 112 bhp (84 kW / 114 PS) 1.6-litre e-HDi FAP, the 150 bhp (112 kW / 152 PS) 2.0-litre HDi FAP, and the 163 bhp (122 kW / 165 PS) 2.0-litre HDi FAP.



Source: Peugeot

BMW 5-series M Package by Hamann

If you're tired of waiting for BMW to launch the 2012 M5, you might want to give Hamann a call as the company has just unveiled their new styling program for the 5-Series with the M Package.

Based on their kit for the standard model, the M version has modified bumpers, a 35mm reduced ride height, and a four-tailpipe sport exhaust system.

Inside, the cabin is outfitted with carbon fiber trim, a sport steering wheel, aluminum pedals, and embroidered floor mats.

Upon request, the car can also be equipped with a roof spoiler, revised side skirts, and 21-inch Anniversary EVO wheels (€4,760).
Source: Hamann

TAS 2011: 370Z to Porsche Panamera Convertible conversion

If you wanted to create a Porsche Panamera drop-top, where would you start? Perhaps with a Panamera sedan or something else from the Porsche stable? Or at least something that hails from Germany?

A customizer at the 2011 Tokyo Auto Salon decided his ideal Teutonic convertible would begin life as a Nissan 370Z Roadster. It takes more than a body-kit and upgraded lighting to go from Japan to Germany, but we'll give the owner of this car an A for effort. Execution? Well... not so much.

Also, we're just going to remain patient and wait quietly for the real thing to arrive from Zuffenhausen. Oh, wait...

[Source: Mad Whips] 

Officially Official: Mazda Minagi Concept headed to Geneva

Mazda Minagi Concept
Mazda Minagi Concept – Click above for high-res image gallery

Mazda has dropped the official details on the company's Minagi Concept. The sleek CUV is intended to give us all a little taste of exactly where Mazda's design is headed in the near future as well as show off the company's new Skyactiv drivetrain technologies. Mazda isn't telling us exactly what's under that sculpted hood other than to say that the Minagi gets its power from a Skyactiv engine and puts it to the ground via a Skyactiv transmission. In addition to those fuel-saving components, Mazda claims that the Minagi also uses a host of weight-saving tricks to boost fuel economy.

The concept wears the new Mazda design theme called Kodo, or soul of motion. From what we can see from the renderings, the look is a full galaxy ahead of the all smiles design the Japanese automaker is currently employing. We'll be interested to see how the lines translate to the real world when the concept shows up at this year's Geneva Motor Show in March. Hit the jump for the full press release.


[Source: Mazda]

2012 Mercedes-Benz CLS63 AMG First Drive

It was nearly eighty degrees when I stepped out of the airport into the January San Diego sun. The comely AMG-branded blonde greeter immediately engaged me in lively superficial chit-chat as a black Mercedes S400 Hybrid was waved around to ferry me to the Rancho Valencia. The lifestyle immersion process of the AMG brand had already begun.

But it was just the beginning. Arriving at the resort hotel, shuttled to my room on a waiting golf cart, luggage in tow, I was dropped at the door to a private villa stocked with AMG promotional materials: my residence for the next several days.

With the Robin Leach treatment, you might think the car I was there to test--the 2012 Mercedes-Benz CLS63 AMG--would be little more than a bit player, a bedtime mint on the pillow. It's anything but.

The Benevolent Dictator
Slip into the new CLS63 and get your driving position set, then stick the fob into the dash and give it a twist (yes, you have to--no pocketing the fob and pushing a button here), and the new 5.5-liter twin-turbo V-8 gently burbles to life, resolving to a low murmur at idle. Spin a few knobs and press a button or two and you're in M (manual) mode for the seven-speed dual-clutch transmission, the firmest setting for the dynamic dampers, and, if desired, completely unhindered by traction control. Ready to roll.

And roll it does. Like a runaway train off the edge of a cliff once you apply a little boot to the fast pedal. Despite the elemental, force-of-nature wall of power, our observed fuel economy over more than 100 miles of highly spirited driving was a computer-reported 20.2 mpg.

Should you choose to leave some of the electronic nannies on--it is a roughly $100,000 car, after all, and initially unfamiliar at that--you'll find your play reined in only when you get seriously out of hand. Hustle the car smoothly and well, and you'll notice only tiny dabs of the brakes on individual wheels if you notice it at all. This car's computer is speed's friend, not its enemy.

According to director of vehicle development and AMG board member Tobias Moers, himself a skilled high-performance driver, the lap times of AMG's hottest shoes were the same whether ESP and traction control were engaged or not, and after driving it, we tend to believe him. That's high praise for the systems, and a welcome change from the lawyer-induced lackadaisicality common to the electronic minders of much of the 500-plus horsepower club. The Nordschleife time of the new 2012 CLS63 AMG? No one would give me a straight answer, but Moers did say it's in the "very, very low eight minute range."

Float Like a Feather
At 4,270 pounds, the 2012 CLS63 AMG is well into the heavyweight category for high-performance cars, but you'd never guess it from behind the wheel. Nimble isn't a word you'd typically apply to a two-ton, 113.2-inch wheelbase four-door, but it fits here. Nimble like Muhammad Ali, with just as powerful a punch.

The perception of nimbleness comes as much from the feedback you get from the steering wheel as it does from the well-tuned if a bit brusque-in-the-bumps suspension. The CLS63 sports AMG's first electrically-assisted power steering system, and according to Moers, that system alone took weeks of intense development and revision to perfect. The end result is indeed very near to perfection, or at least as close as we've experienced in such a large, heavy car.

A constant 14:1 ratio strips the vagueness and unpredictability of variable-ratio steering from the mix, leaving behind a direct, communicative, wiggle-free tiller that serves as much as a Human-Machine Interface (HMI) as the COMAND multimedia system does, and much more intuitive to use.

Toyota recalls 245,000 Lexus sedans in U.S., 1.7 million cars globally

We won't blame you for reading this headline and thinking, "Oh great, another Toyota recall." After all, the Japanese automaker dominated headlines in 2010 by recalling every single model in its then-current product portfolio, including the massive sticky pedal and unintended acceleration recalls that took place in the first half of last year.

Now, Toyota has issued a voluntary recall on about 245,000 Lexus sedans here in the United States and an additional 1.5 million vehicles around the world. Here in the U.S., the 2006-2007 Lexus GS 300 and GS 350, 2006-2009 Lexus IS 250 and 2006-2008 Lexus IS 350 sedans are being recalled due to faulty installation of fuel pressure sensors. If this sensor has not been fastened tightly enough, fuel has the potential to leak between the gasket that connects it to the fuel delivery pipes. Including these North American vehicles, the fuel sensor recall affects 354,524 vehicles around the world, with Automotive News citing that the Toyota Crown and Mark X sedans are being recalled in the automaker's home market.

Toyota's other global recall involves faulty fuel pipes and fuel check valves, though none of the 1.34 million vehicles affected by this one are in North America. In Japan, the RAV4 crossover, Voxy and Noah minivans are being recalled, as well as the Avensis sedan and wagon sold in Europe.

Review: 2011 Nissan Juke

Nissan seems to be on a war path to fill every last ounce of white space in the automotive spectrum. The company has unleashed a barrage of vehicles that range from playful to downright confusing. At first blush, the 2011 Nissan Juke would seem to fit into the latter category. With styling that's two shakes away from robo-reptilian, the small crossover packs plenty of power, a tall ride height and a small footprint into one sub-$20,000 package. If you can avoid pigeonholing the Juke, you'll find that the engineers at Nissan secretly managed to bring their own interpretation of the hot hatch to market without raising the ire of the company's accountants.

We wouldn't blame you for thinking we're one stud short of a lug pattern on this one, but point your peepers to a few specs and you'll see what we mean. The Juke weighs in at less than 3,000 pounds in front-wheel-drive guise and packs a turbocharged, direct-injection 1.6-liter four-cylinder engine that's good for 188 horsepower. For reference, the company's own Sentra SE-R hits the scales with an extra 88 pounds on its waist and 11 fewer ponies at its command. Opt for the manual gearbox in the Juke, and things get even lighter. Intrigued? We were too.


Perhaps the biggest compliment that we can pay the design of the 2011 Juke is to say there's nothing to compare it to in the automotive food chain. Sure, there are borrowed elements from the 370Z in the taillamps and there's more than a little Kia Soul in the roof line, but by and large, the Juke is its own machine. That's no small praise considering manufacturers have been cranking out vehicle designs for well over 100 years.

Up front, the Juke serves up something of a puzzle with its lighting array. Those stylized lenses up top don't tackle main illumination duty like you'd think. Instead, they prefer to take care of both marker and turning-indicator work, leaving headlight detail to the pie plate-sized lenses set low in the front fascia. If that's not confusing enough for you, higher trim levels also get fog lights placed even closer to the ground.



From the side, the Juke boasts seriously bulging fenders front and rear as well as a short wheelbase of just 99.6 inches. In fact, from stem to stern, the crossover measures a mere 162.4 inches, or shorter than even the admittedly small Versa hatchback. Fortunately, the Juke comes from the factory wearing stylish 17-inch alloy wheels even in base configuration. Those sizeable rollers give the Juke a little extra attitude and serve to help avoid the pitfall of looking like an econobox... er, trapezoid. Throw in a set of rear door handles hidden in the C-pillar and the Juke comes off as a three-door hatchback from a distance.

The rear of the Juke shows more of a traditional CUV or crossover look with a rounded hatch, sculpted taillamps and a small roof spoiler. Despite its abbreviated package, it uses a fairly tall rear deck for loading groceries and the like, and we expect the painted bumper cover to suffer more than a little abuse at the hands of careless owners.



Jump indoors and the Juke delivers an interior with a greater attention to detail than we're typically accustomed to from Nissan. The driver is treated to a sport steering wheel with contours in all the right places and quality texturing that feels a galaxy or two ahead of the tiller in the Rogue. Large, easy to use buttons make short work of cruise control, audio settings and handling calls from the Bluetooth system. Door panels are decorated with painted plastic bits color-matched to the unique "motorcycle tank" center console, and large, rounded chrome handles add a little bit of brightwork to an otherwise dark cockpit. Our tester came in S trim, which means that it sacrifices the trick I-CON center stack of the SV model for more pedestrian dials and buttons. Base guise does net buyers an iPod interface, though navigating the menu structure via the controls on the dash and steering wheel is nothing short of confounding.

Otherwise, the Juke serves up a surprising amount of room given its tiny stature. There's enough space to comfortably ferry four adults around town without having to accordion anyone's knees, and there's a deceptively large area behind the rear seats for stacking up luggage or groceries. We have it on good authority that several propane tanks and multiple bags of groceries can fit back there at the same time, though a lack of tie downs or hooks makes for plenty of racket once the going gets twisty.

The eggs never made it home.


One of the best things about the trim structure with the Juke is that no matter what configuration you choose, you're guaranteed to find one very capable four-cylinder engine under hood. Our bare-bones tester made use of the same direct-injection, turbocharged 1.6-liter four-cylinder as the rest of the lineup. That means we had the good fortune of getting to play with a full 188 horsepower and 177 pound-feet of torque. While we were itching to get a full week's worth of time with the six-speed manual transmission, our tester came lugging the Nissan CVT gearbox in front-wheel-drive configuration.

But that's not as bad as you'd think. Nissan has cleverly graced the Juke with the same "shiftable" CVT programming as found in the likes of the Maxima. Nudge the gear lever up and the transmission will happily provide you with a quick jump in ratios that's good for darting along your favorite mountain road. Speaking of darting, front-wheel drive will net drivers a torsion-beam suspension out back, though like many inexpensive small cars these days, the rear bar doesn't seem to hold the Juke back when it comes time to tango.



Keep the tach pointed above 2,000 rpm and the Juke will gladly dispatch any amount of tarmac with little argument. The hatchback kicks out very little understeer if you manage to keep out of the throttle. Really mash the skinny pedal, though, and the sizable pack of horses will do their best to torque-steer you away from your intended path of flight. The result is a small car that begs you to keep hammering, despite its tall ride height. The brakes are properly firm and though the electric power steering is a characteristically light, it's not enough to dampen the giggle factor.

It's worth noting that our particular tester was a pre-production unit with plenty of hard-won miles on the clock at the hands of sinister auto journos. That said, we did notice a fairly rough idle, especially when the engine wasn't up to operating temperature. At highway speeds, the cabin suffers from road and engine noise, though not enough to worry us. This is a vehicle with an MSRP lighter than its curb weight, after all.

The EPA says you should be able to net 27 mpg city and 32 mpg highway from a CVT-equipped, front-driver like our tester, though after a full week of darting around the countryside, we saw a measly 22 mpg combined. Just remember, kids: Small turbo engines drink fuel just like their larger, normally aspirated counterparts when you have your foot burried in the carpet. In this case, Nissan's little alien sucks down premium juice, so it would pay to go a little lighter on the fun pedal should you decide to park a 2011 Juke in your driveway.



And how much will Nissan ask for the pleasure of Juke ownership? Prices start with the S Trim at $18,960, and buyers can expect power doors, locks, iPod connectivity, a six-speaker sound system and Bluetooth hands-free calling for that stack of cash. That sticker price snugs the Juke smack dab between the Nissan Rogue at $20,810 and the Nissan Sentra at $15,520. With decent (if a bit theoretical) fuel economy and a fun factor that's well above either of those options, the Juke represents the perfect middle child in Nissan's lineup. While it may not be as functional as the Rogue, we'll take that sacrifice for the bump in power and the handling hijinks.

The Juke is as close to a modern hot hatch from Nissan as we're likely to get anytime soon, and were it ours, we'd immediately begin looking into ways to get the vehicle a little closer to the ground. If ever there were a car that begged for the aftermarket to right its wrongs, the Juke is it. The styling may not be for everyone, but after a week with the five-door, we grew warm to its funky face. Hey, if people can welcome pug dogs into their homes, they should have no problem opening up the garage door for the 2011 Juke.

Gumpert Tornante Fast Tourer set for Geneva debut

Gumpert has announced plans to introduce a second model, the Tornante, at the Geneva Motor Show.

Details are limited, but the car will be designed by famous Italian coachbuilder Carrozzeria Touring Superleggera and will "add space, elegance and comfort" as a two-seat "Fast Tourer" variant of the performance-oriented Apollo. Furthermore, the Tornante will feature a composite body, a carbon-fiber monocoque chassis, and a mid-mounted V8 engine. No word on output, but the Apollo uses a 4.2-liter biturbo V8 with 478 kW (650 PS / 641 hp) and 850 Nm (627 lb-ft) of torque.


The car will be unveiled on March 1st, so stay tuned for continuing coverage.

Note: Gumpert Apollo Speed pictured

Porsche 911 Black Edition announced

Porsche has unveiled the 911 Black Edition, ahead of its launch in April.

Available as a coupe or convertible, the Black Edition features a unique appearance with a plain black exterior (basalt black metallic is optional), black brake calipers, and 19-inch 911 Turbo II bi-color wheels.

Inside, the cabin is nicely equipped with partial leather seats, a sport steering wheel, aluminum look trim, a painted center console, and Black Edition door entry guards. Other goodies include a BOSE audio system, Porsche Communication Management (with navigation), parking assistant, cruise control, automatic dimming mirrors, and rain-sensing wipers.

Power comes from a naturally-aspirated 3.6-liter flat-six engine with 345 PS (254 kW / 341 hp) and 390 Nm (288 lb-ft) of torque. Paired to a six-speed manual transmission, the coupe accelerates from 0-100 km/h (62 mph) in 4.9 seconds while the convertible does the same task in 5.1 seconds. Regardless of body style, the top speed is 289 km/h (180 mph).

Production is limited to 1,911 units and German pricing starts at €85,538 for the coupe / €96,843 for the convertible.

Check out the press release for additional information

Source: Porsche

Aston Martin V8 Vantage S unveiled

If you think the V8 Vantage is too weak and the V12 Vantage is too powerful, prepare to rejoice as Aston Martin has just unveiled the V8 Vantage S.

Described as a "driver-focused" model, the S features a unique appearance with a carbon fiber front splitter, a larger air intake, a new rear bumper, and a carbon fiber diffuser. Other changes include modified side sills, a bigger rear spoiler and 19-inch alloy wheels with bespoke Bridgestone tires.

Inside, the cabin is outfitted with sport seats, a sport steering wheel, Weave Alloy trim, and plenty of Vantage S badging.

Aston Martin V8 Vantage S - 1.25.2011

While most sporting variants are nothing more than a glorified appearance package, the Vantage S has been specifically designed to handle like a proper sports car. Compared to the standard model, the S has a sportier steering ratio, larger front brake discs (which measure 380mm and are clamped by new six-piston calipers), and new springs / dampers. Additionally, there's a new dynamic stability control system and a revised brake module with Hydraulic Brake Assist and Hill Start Assist. To cap things off, the car has a "very distinctive and highly vocal exhaust note" thanks to a new exhaust muffler and a bypass valve.

Under the hood, power comes from a 4.7-liter V8 engine with 430 hp (321 kW / 436 PS) and 490 Nm (361 lb-ft) of torque - 10 hp (7 kW / 10 PS) and 20 Nm (15 lb-ft) more than standard model. It is paired to a new seven-speed Sportshift II transmission which shifts 20% faster than the previous gearbox. While performance specifications haven't been announced, the car has a combined fuel consumption rating of 12.9 L/100km (21.9 mpg IMP / 18.2 US), CO2 emissions of 299 g/km, and a top speed of 189 mph (305 km/h).

According to Aston Martin CEO Dr. Ulrich Bez, "The Vantage S epitomizes every attribute of the V8 Vantage and pushes the driver experience beyond what we have offered before. It combines dynamic exhilaration with all the charming finesse, beauty and practicality already associated with the Vantage range."

Check out the press release for additional information

Source: Aston Martin

Tesla's chief engineer says Model S work is "on track," important Alpha tests going on now

Tesla Motors is on a mission. We all know that the company's big plan is to electrify the automobile, but that's a long ways away. The company's real day-to-day work is to get ready for the Model S. During the Detroit Auto Show, we asked Peter Rawlinson, Tesla's vice president and chief engineer for vehicle engineering, what steps Tesla will take to bring the Model S to market and he admitted that there are a lot of hurdles that the company still needs to jump. These include getting the old NUMMI factory (now known as the Tesla Plant in Fremont, CA) ready to mass produce these cars and moving the Model S from the current Alpha testing through Beta testing and finally to production. Each of these steps contains a lot of little steps, but Rawlinson said that Tesla is "on track" to deliver the Model S in 2012 (possibly in the second quarter).

What is Alpha testing anyway? Rawlinson said that it's a stage in the vehicle's development where things are about 80 percent finished. This doesn't mean that everything in the car is 80 percent of what it'll be in the end. Instead, some aspects might be totally locked down now, some might half-way there. The Model S' suspension, for example, is nearly production intent, as are elements of the subframe. The Alpha phase also includes a range of tests, things like brake and winter testing. "It's very important we have this window of opportunity, this winter, to get cold weather brake testing [for the Model S]," Rawlinson said. This includes making sure the antilock, stability control and electronics systems work together correctly. The first Alpha build prototype ran in December 2010 and is being used for the winter testing. "We are currently in full swing producing our Alpha prototype fleet," Rawlinson said. He declined to give a number about how big the fleet will eventually be, but we did find out that there are about a half dozen Alpha builds in existence right now. The other vehicles will be used to improve ride and handling development, powertrain integration, and some will be crash-tested in-house. "This is not for homologation purposes. It's for our own learning and also to provide data for our airbag development program," he said. "That's a huge activity, getting crash pulse information for airbags, to determine when an airbag fires." After that comes the Beta fleet, and then there will be vehicles made on the production line that will be crash tested for homologation purposes.

Tesla Model S SEC filing page

To accomplish these tasks, Tesla has brought in people not only from other automakers and Silicon Valley, but also from various suppliers, because "there is a lot more knowledge in the supply chain than meets the eye," Rawlinson said. The company has hired aerodynamicists from the airline and racing fields, as well. Another part of the Tesla strategy is to work with OEM partners, specifically Toyota and Daimler. For its OEM partnerships, Tesla is supplying Toyota or Daimler with either the battery (Smart ED, electric A-Class) or the whole electric powertrain system (RAV4 EV). The relationships are multi-faceted, since those companies have also invested in Tesla. As we've reported, Tesla is also learning from these companies, especially when it comes to ramping up production.

Tesla has said it will make 7,000 Model S units in the first 12 months, and 20,000 a year after that. So far, since the Roadster went on sale in early 2008, the company has only sold 1,500 Roadsters, so the Model S is quite an expansion. Rawlinson said that he is very conscious of that as he prepares the vehicle:

You have to design for volume, you have to design for process, and those volumes have to be volume appropriate and scalable, so it's absolutely appropriate that you design with volume in mind. The Model S is a very different animal from the Roadster so we have different processes, and different technologies that are appropriate for 20,000 units per annum.

Rawlinson said that the engineering and manufacturing teams have a very close working relationship, which isn't all that common. "In my past experience at car companies, the relationship between engineering and manufacturing has been downright adversarial, and it's not like that at Tesla," he said. "I have a full commitment to design a car that can be manufactured and they have a commitment to not stymie that design by inappropriate manufacturing constraints."

Tesla Model S Alpha Build Prototype

How is Rawlinson preparing the Model S for large-scale production? He said the subtleties of some of the stampings and castings have been changed, and the way the power electronics and motor and the multilink rear suspension are "a modular unit that's going to suit a modular philosophy for assembly on the production line" is all due to getting ready for making a lot of these cars. Another consideration is that Tesla will be bringing out the Model X, an SUV planned for 2014 or so:

Our focus is on the Model S, but we are cognizant of the value of the platform for future derivatives. We are incorporating certain features in the design, some subtleties which look a little bit beyond the Model S. For example, we have engineered the castings to accommodate the bandwidth of mass that is likely to be experienced on that platform. In other words, not just making castings that will be strong enough in an impact to support a Model S. What if there's another model in the future that is a couple hundred pounds heavier? We wouldn't want to have to put a new set of castings in because they are only strong enough for the Model S.

One thing won't change from the Roadster to the Model S, and that's Tesla's use of a single-speed transmission (remember this?). Rawlinson said, "We are committed to a single-speed, we think that's the right solution. We are putting our effort into really optimizing a beautifully engineered single-speed that is optimized for efficiency." Tesla is not testing two-speed transmissions in the Model S.

All of this work should result in a highly refined vehicle when the public finally gets a crack at it next year. Rawlinson said:

I believe that quality is designed in from the very outset. As long as we do our job correctly in engineering and design a quality product, which desensitizes fit and finish conditions, accommodates tolerance in a structured manner, then that is the foundation for a quality automobile.

For $57,400, drivers will expect nothing less.

Review: 2011 BMW Alpina B7

Try as it might, the BMW M3 Coupe can't lose the Alpina B7. The two of us are an unlikely automotive pair, playing cat-and-mouse on one long road to nowhere deep in the reaches of an unincorporated area of the California coastal mountains. The air is cool and the canyons are mostly quiet. Only the sound of two wailing V8s breaks the silence.

While the M3 dives into the corners with confidence, the B7 launches out with ferocious conviction. The M3 pulls energetically on the short straights, but the B7 puts its power down with resolve and steadily reels the smaller coupe back in. Even mid-corner, when the M3 is in perfect step, the B7 clenches a slightly wider line but still holds its ground.

We've been at this game for more than an hour, and neither of us is willing to raise a white flag. Only the illumination of the low fuel light in the smaller coupe has us calling it quits. Want to learn what it takes to harass an M3 owner?
Headquartered in Germany, Alpina Burkard Bovensiepen GmbH ("Alpina") has been working its magic on BMW models since the 1970s, and while most think of Alpina as an aftermarket tuner, the company is officially recognized as an automobile manufacturer. From its earliest days, Alpina models have been noted for their factory-quality engine, suspension and cosmetic upgrades, and the company is credited with offering high-performance street variants of BMW models even before the automaker's own Motorsport "M" Division jumped into the game.



Thirty-five years later, I'm sitting behind the wheel of an F01 B7 BiTurbo – Alpina's latest creation, based on BMW's current 7 Series platform. Mirroring the various chassis and powertrain options offered by BMW, the Alpina B7 can be had in standard- or long-wheelbase, and with rear- or all-wheel drive (xDrive). The sportiest variant of the four is the short-wheelbase, rear-wheel-drive model. That would be the Alpina Blue Metallic model we're piloting.



The heart of every Alpina model is the hand-crafted engine, and the B7 is fitted with a highly modified version of BMW's N63, the all-alloy direct-injected 4.4-liter twin-turbo V8 currently fitted to the BMW 750i. Craftsmen at Alpina's facility in Buchloe, Germany are tasked with opening it up and performing a delicate surgery that includes a slew of upgrades and enhancements for the entire powertrain. High-performance pistons are inserted into the block and the cylinder heads are reinforced to withstand the additional stress from a higher compression ratio. A larger intercooler, with a 35-percent increase in surface area, is fitted to lower intake temperatures. An additional radiator lowers coolant temperatures, and external coolers are added for the engine and transmission oil. The electric fan is also upgraded to increase airflow through the new high-performance components. To move more oxygen through the engine, larger turbochargers (the vanes measure 44 mm in diameter) are fitted to keep the whole package running smoothly and Alpina engine management software increases boost to 14.5 psi and recalibrates both stability- and traction-control with more aggressive settings.

While the 750i's N63 develops 400 horsepower and 450 pound-feet of torque, the modified twin-turbocharged 4.4-liter V8 in the Alpina B7 jumps to 500 horsepower and 516 pound-feet of torque – raising specific output to 115 horsepower per liter.

Accommodating the power is Alpina's "Switch-Tronic" gearbox (a modified ZF wet six-speed automatic). Tiny leather-covered buttons on the back of the steering wheel allow manual gear selection (right side "+" and left side "-") and the driveline, from driveshaft to differential, has also been strengthened.



The suspension architecture utilizes BMW's Dynamic Damping Control and Active Roll Stabilization, as found on other 7 Series models, but Alpina wouldn't be expected to leave it alone. The automaker increases spring rates by 20 percent and lowers ride height by about half-an-inch overall. From the cockpit, the driver is able to select from three suspension setups: Comfort, Normal and Sport. Sport-Plus mode shifts the Dynamic Stability Control system into a more aggressive Dynamic Traction Control (DTC) setting, allowing more slip at the driven wheels and reducing the interference of the traction control system.

Massive brakes (sourced from the heavier armored 7 Series "Protection" model) measure 14.72 inches in diameter up front and 14.57 inches in the rear. The standard wheels are Alpina-designed 21-inch alloys (the valve stem is in the center, thanks to a single hollow spoke) wearing 245/35ZR21 tires up front and 285/30ZR21 tires in the rear (xDrive and long-wheelbase models are fitted with 245/50ZR18 tires on all four corners). The curb weight of this rear-wheel-drive standard-wheelbase model, according to Alpina, is 4,564 pounds and opting for the long-wheelbase xDrive model causes the curb weight to balloon to 4,861 pounds. Regardless, the standard B7's weight distribution is a fairly balanced at 51.4:48.6 front-to-rear.



The exterior of the B7 is distinguished by unique twin double tailpipes and its special front and rear lower spoilers. Alpina says the latter reduce lift by 30 percent at the front and 15 percent at the rear, and improve high-speed stability without adversely affecting the drag coefficient. We say they look far too "tacked-on."

The interior of the Alpina B7 receives its own touches. The cabin is upgraded with sport seats (covered in special Alpina leather), new instrument faces (red needles over a blue background), "Myrtle" wood trim, Alpina floor mats, branded illuminated door sills, and a hand-stitched Alpina steering wheel with the unique aforementioned button shifters. Lastly, if someone has somehow missed all of the other markings, there is one last Alpina plaque mounted on the inner roof panel just ahead of the moonroof.

Superfluous branding aside, the cabin of the B7 is one very comfortable place to pass extended periods of time (think BMW 7 Series, but with an extra dollop of luxury and amenities). It's hard to fault the seat comfort, support, driving position or overall presentation.

With a push of the start button, the engine spins over and settles to a muted idle, although surprisingly, there's nothing noteworthy about the exhaust note. Like all 7 Series sedans, the B7 feels big. Backing up is accomplished with the help of electronic aids, and lane changes require a deliberate look over the shoulder followed by a second glance in the mirror. While it's entirely competent in a metropolitan setting, the full-size sedan simply feels a bit out of place lazily trudging along the boulevard.

Want to wake a sleeping giant? Press the accelerator pedal to the floor.

Alpina's blown 4.4-liter comes to life like a cadet springing out of bed for a drill sergeant's call. Any thoughts of turbo lag are slammed to the back of the brain (and forgotten) as the B7 takes off. Yes, it's big and heavy, but it gets out of its own way with authority. BMW quotes a 0-60 sprint in 4.5 seconds, but it feels quicker (just for grins, we hooked the B7 up to a rather simple Escort G-Timer GT2 and recorded an easy 4.32 seconds). As a sucker for brutal power, we are happy to declare that this Alpina sedan hits all the right nerves. Like a Nissan GT-R, the B7 absolutely begs to show off at stoplights.

Place the B7 on an open highway, and pavement rolls quietly under its chassis mile after mile. However, it's difficult to finger another five-place full-size luxury sedan that is as adept off the highway on fun two-lane roads.



Alpina's decades of experience working hand-in-hand with BMW has delivered. The suspension tuning is just about perfect, with very little body roll and nearly fault-free damping on most road surfaces. Directional changes are quick and fluid, with great feedback through the steering wheel. While we didn't like the tiny shift "buttons" on the back of the steering wheel (nearly useless in the heat of battle), the six-speed auto was competent when the car was set in "Sport-Plus" mode – come to think of it, the B7 could really use one of those trick "M" buttons to personalize performance parameters.

The Alpina B7 is an amazing machine. Defying all logic, the sedan seems to shed pounds as the g-forces increase – the uncanny feedback from the driver's seat is of a sports car wrapped in a lightweight paper-mâché 7 Series disguise. In a word: fun.

The good news is that the Alpina B7 earns the fur-lined gold crown as the current high-performance king of BMW's big sedans. And, with the E60 M5 out of production and the F10 M5 still a few months away, it should be able keep its head warm until summer arrives. Don't forget, with a base price of just $122,000 the B7 also comfortably undercuts the $137,000 twelve-cylinder twin-turbo 760Li.



The bad news for the Alpina B7, of course, is that rival Mercedes-Benz has just updated the engine in its high-performance $138,000 S63 AMG. Gone is the naturally-aspirated 507-horsepower 6.3-liter V8. In its place is a new twin-turbocharged 5.5-liter V8, rated at 536 horsepower and 590 pound-feet of torque (opt for the $7,300 Performance Package, and those numbers soar to 563 horsepower and 664 pound-feet of torque). When it comes to powerplants, the new S63 AMG engine is about as good as they come, but the S-Class' overall performance package still falls short of the B7. Put another way, nobody races an S63, but more than a handful of Alpina owners frequent the track – with hardly a laugh from the peanut gallery.

The M3 Coupe is a better sports car, but on this particular day and on this specific road, the other driver will never be able to prove it. Each time he shoots into a corner, we follow 20 yards back. He opens the gap at every apex, but we're hard on the throttle to close it after each exit. He just can't win.

If there is any consolation to the M3 owner, it's the fact that Alpina will only be assembling about one thousand of its 7 Series sport sedans each year. Less than half of those will arrive in the States. This should be a comfort to that special breed of sport coupe drivers as they will seldom ever see an Alpina B7, let alone be intimidated by one on a lonely canyon road.