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